air traffic managementair traffic management procedures for air navigation services this edition...

Air Traffic Management

Procedures forAir Navigation Services

This edition incorporates all amendmentsapproved by the Council prior to 30 June 2001and supersedes, on 1 November 2001,all previous editions of Doc 4444.

International Civil Aviation Organization

Doc 4444ATM/501

Fourteenth Edition — 2001

AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in themonthly Supplement to the Catalogue of ICAO Publications and Audio-visualTraining Aids, which holders of this publication should consult. The space belowis provided to keep a record of such amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA

No.Date

applicableDate

enteredEntered

by No.Date

of issueDate

enteredEntered

by

1 28/11/02 ICAO 1 19/4/02 ICAO

2 27/11/03 ICAO

3 25/11/04 ICAO

4 24/11/05 ICAO

(ii)

PANS-ATM (iii) 1/11/0128/11/02No. 1

TABLE OF CONTENTS

Page Page

FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (xi)

1. Historical background . . . . . . . . . . . . . . . . . . . . . . . (xi)2. Scope and purpose. . . . . . . . . . . . . . . . . . . . . . . . . . (xi)3. Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (xi)4. Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . (xii)5. Publication of differences . . . . . . . . . . . . . . . . . . . . (xii)6. Promulgation of information. . . . . . . . . . . . . . . . . . (xii)7. Contents of the document . . . . . . . . . . . . . . . . . . . . (xii)

CHAPTER 1. DEFINITIONS . . . . . . . . . . . . . . . . . 1-1

CHAPTER 2. ATS SAFETY MANAGEMENT . 2-1

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.2 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12.3 ATS safety management activities . . . . . . . . . . . . 2-12.4 Monitoring of safety levels . . . . . . . . . . . . . . . . . . 2-1

2.4.1 Collection and evaluation of safety-related data . . . . . . . . . . . . . . . . . . . . 2-1

2.4.2 Review of incident and other safety-related reports . . . . . . . . . . . . . . . . . . 2-1

2.5 Safety reviews . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22.5.1 General requirements . . . . . . . . . . . . . . . . . . 2-22.5.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2.6 Safety assessments . . . . . . . . . . . . . . . . . . . . . . . . . 2-32.6.1 Need for safety assessments . . . . . . . . . . . . 2-32.6.2 Safety-significant factors . . . . . . . . . . . . . . . 2-3

2.7 Safety-enhancing measures . . . . . . . . . . . . . . . . . . 2-4

CHAPTER 3. ATS SYSTEM CAPACITY AND AIR TRAFFIC FLOW MANAGEMENT . . . . . . . . 3-1

3.1 Capacity management . . . . . . . . . . . . . . . . . . . . . . 3-13.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13.1.2 Capacity assessment. . . . . . . . . . . . . . . . . . . 3-13.1.3 Regulation of ATC capacity and

traffic volumes . . . . . . . . . . . . . . . . . . . . . . . 3-13.1.4 Enhancement of ATC capacity . . . . . . . . . . 3-13.1.5 Flexible use of airspace . . . . . . . . . . . . . . . . 3-2

3.2 Air traffic flow management . . . . . . . . . . . . . . . . . 3-2

3.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23.2.2 Flow management procedures . . . . . . . . . . 3-23.2.3 Strategic planning . . . . . . . . . . . . . . . . . . . . 3-23.2.4 Pre-tactical planning . . . . . . . . . . . . . . . . . . 3-33.2.5 Tactical operations. . . . . . . . . . . . . . . . . . . 3-33.2.6 Liaison. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

CHAPTER 4. GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES. . . . . . . . . . . . . . . . . . . . 4-1

4.1 Responsibility for the provision of air traffic control service . . . . . . . . . . . . . . . . . . . 4-14.1.1 Area control service . . . . . . . . . . . . . . . . . . 4-14.1.2 Approach control service . . . . . . . . . . . . . . 4-14.1.3 Aerodrome control service . . . . . . . . . . . . . 4-1

4.2 Responsibility for the provision of flight information service and alerting service . . . . . . . 4-1

4.3 Division of responsibility for control between air traffic control units . . . . . . . . . . . . . . 4-14.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14.3.2 Between a unit providing aerodrome

control service and a unit providing approach control service. . . . . . . . . . . . . . . 4-1

4.3.3 Between a unit providing approach control service and a unit providing area control service. . . . . . . . . . . . . . . . . . . 4-2

4.3.4 Between two units providing area control service. . . . . . . . . . . . . . . . . . . . . . . 4-2

4.3.5 Between control sectors/positions within the same air traffic control unit . . . 4-2

4.4 Flight plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24.4.1 Flight plan form . . . . . . . . . . . . . . . . . . . . . 4-24.4.2 Submission of a flight plan . . . . . . . . . . . . 4-3

4.4.2.1 Prior to departure . . . . . . . . . . . . . 4-34.4.2.2 During flight . . . . . . . . . . . . . . . . . 4-3

4.4.3 Acceptance of a flight plan . . . . . . . . . . . . 4-34.5 Air traffic control clearances . . . . . . . . . . . . . . . . 4-3

4.5.1 Scope and purpose . . . . . . . . . . . . . . . . . . . 4-34.5.2 Aircraft subject to ATC for part of flight . 4-44.5.3 Flights through intermediate stops . . . . . . . 4-44.5.4 Contents of clearances . . . . . . . . . . . . . . . . 4-44.5.5 Departing aircraft . . . . . . . . . . . . . . . . . . . . 4-44.5.6 En-route aircraft . . . . . . . . . . . . . . . . . . . . . 4-4

4.5.6.1 General . . . . . . . . . . . . . . . . . . . . . 4-4

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4.5.6.2 Clearances relating to supersonic flight . . . . . . . . . . . . . . . 4-5

4.5.7 Description of air traffic control clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54.5.7.1 Clearance limit . . . . . . . . . . . . . . . . 4-54.5.7.2 Route of flight . . . . . . . . . . . . . . . . 4-54.5.7.3 Levels . . . . . . . . . . . . . . . . . . . . . . . 4-54.5.7.4 Clearance of a requested change

in flight plan. . . . . . . . . . . . . . . . . . 4-54.5.7.5 Read-back of clearances . . . . . . . . 4-5

4.6 Horizontal speed control instructions . . . . . . . . . . 4-64.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64.6.2 Methods of application . . . . . . . . . . . . . . . . 4-64.6.3 Descending and arriving aircraft . . . . . . . . . 4-7

4.7 Vertical speed control instructions . . . . . . . . . . . . 4-74.7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-74.7.2 Methods of application . . . . . . . . . . . . . . . . 4-7

4.8 Change from IFR to VFR flight . . . . . . . . . . . . . . 4-84.9 Wake turbulence categories . . . . . . . . . . . . . . . . . . 4-8

4.9.1 Wake turbulence categories of aircraft . . . . 4-84.9.2 Indication of heavy wake turbulence

category . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84.10 Altimeter setting procedures . . . . . . . . . . . . . . . . . 4-8

4.10.1 Expression of vertical position of aircraft . . . . . . . . . . . . . . . . . . . . . . . . . 4-8

4.10.2 Determination of the transition level . . . . 4-94.10.3 Minimum cruising level for IFR flights . 4-94.10.4 Provision of altimeter setting

information . . . . . . . . . . . . . . . . . . . . . . . . 4-94.11 Position reporting . . . . . . . . . . . . . . . . . . . . . . . . . 4-10

4.11.1 Transmission of position reports . . . . . . . 4-104.11.2 Contents of voice position reports . . . . . . 4-104.11.3 Transmission of ADS reports. . . . . . . . . . 4-114.11.4 Contents of ADS reports . . . . . . . . . . . . . 4-11

4.12 Reporting of operational and meteorological information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-124.12.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-124.12.2 Contents of routine air-reports . . . . . . . . . 4-124.12.3 Contents of special air-reports . . . . . . . . . 4-124.12.4 Compilation and transmission of

air-reports by voice communications . . . . 4-134.12.5 Recording of special air-reports of

volcanic activity . . . . . . . . . . . . . . . . . . . . 4-134.12.6 Forwarding of meteorological

information . . . . . . . . . . . . . . . . . . . . . . . . 4-134.13 Presentation and updating of flight plan and

control data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-134.13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-134.13.2 Information and data to be presented . . . 4-144.13.3 Presentation of information and data . . . . 4-144.13.4 Recording and retention of data for

investigativce purposes. . . . . . . . . . . . . . . 4-14

4.14 Failure or irregularity of systems and equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14

4.15 Data link communications initiation procedures. 4-144.15.2 Aircraft initiation . . . . . . . . . . . . . . . . . . . 4-154.15.3 ATS unit forwarding . . . . . . . . . . . . . . . . 4-154.15.4 Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15

CHAPTER 5. SEPARATION METHODS AND MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.2 General provisions for the separation of

controlled traffic . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15.3 Vertical separation . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.3.1 Vertical separation application . . . . . . . . . . 5-15.3.2 Vertical separation minimum . . . . . . . . . . . 5-15.3.3 Assignment of cruising levels for

controlled flights . . . . . . . . . . . . . . . . . . . . . 5-25.3.4 Vertical separation during climb

or descent . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25.4 Horizontal separation . . . . . . . . . . . . . . . . . . . . . . 5-3

5.4.1 Lateral separation . . . . . . . . . . . . . . . . . . . . 5-35.4.1.1 Lateral separation application. . . . 5-35.4.1.2 Lateral separation criteria

and minima . . . . . . . . . . . . . . . . . . 5-35.4.2 Longitudinal separation . . . . . . . . . . . . . . . 5-6

5.4.2.1 Longitudinal separation application . . . . . . . . . . . . . . . . . . . 5-6

5.4.2.2 Longitudinal separation minima based on time . . . . . . . . . . . . . . . . 5-9

5.4.2.3 Longitudinal separation minimabased on distance using distancemeasuring equipment (DME) . . . . 5-11

5.4.2.4 Longitudinal separation minima with Mach number technique based on time . . . . . . . . . . . . . . . . 5-20

5.4.2.5 Longitudinal separation minima with Mach number technique based on distance using RNAV . . 5-20

5.4.2.6 Longitudinal separation minima based on distance using RNAV where RNP is specified . . . . . . . . 5-23

5.5 Separation of aircraft holding in flight . . . . . . . . 5-285.6 Minimum separation between departing

aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-295.7 Separation of departing aircraft from

arriving aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-295.8 Non-radar wake turbulence longitudinal

separation minima . . . . . . . . . . . . . . . . . . . . . . . . . 5-315.8.1 Applicability . . . . . . . . . . . . . . . . . . . . . . . . 5-31

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5.8.2 Arriving aircraft . . . . . . . . . . . . . . . . . . . . . . 5-315.8.3 Departing aircraft . . . . . . . . . . . . . . . . . . . . . 5-315.8.4 Displaced landing threshold. . . . . . . . . . . . . 5-315.8.5 Opposite direction . . . . . . . . . . . . . . . . . . . . 5-33

5.9 Clearances to fly maintaining own separation while in visual meteorological conditions. . . . . . . 5-33

5.10 Essential traffic information . . . . . . . . . . . . . . . . . 5-345.10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-345.10.2 Information to be provided. . . . . . . . . . . . 5-35

5.11 Reduction in separation minima . . . . . . . . . . . . . . 5-36

CHAPTER 6. SEPARATION IN THE VICINITY OF AERODROMES . . . . . . . . . . . . . . . . 6-1

6.1 Reduction in separation minima in the vicinity of aerodromes . . . . . . . . . . . . . . . . . . . . . . 6-1

6.2 Essential local traffic . . . . . . . . . . . . . . . . . . . . . . . 6-16.3 Procedures for departing aircraft . . . . . . . . . . . . . . 6-1

6.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16.3.2 Standard clearances for departing aircraft. . 6-1

6.3.2.1 General . . . . . . . . . . . . . . . . . . . . . . 6-16.3.2.2 Coordination . . . . . . . . . . . . . . . . . . 6-16.3.2.3 Contents . . . . . . . . . . . . . . . . . . . . . 6-26.3.2.4 Communication failure. . . . . . . . . . 6-2

6.3.3 Departure sequence . . . . . . . . . . . . . . . . . . . 6-26.4 Information for departing aircraft . . . . . . . . . . . . . 6-2

6.4.1 Meteorological conditions . . . . . . . . . . . . . . 6-26.4.2 Operational status of visual or

non-visual aids . . . . . . . . . . . . . . . . . . . . . . . 6-36.5 Procedures for arriving aircraft . . . . . . . . . . . . . . . 6-3

6.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36.5.2 Standard clearances for arriving aircraft . . . 6-3

6.5.2.1 General . . . . . . . . . . . . . . . . . . . . . . 6-36.5.2.2 Coordination . . . . . . . . . . . . . . . . . . 6-36.5.2.3 Contents . . . . . . . . . . . . . . . . . . . . . 6-3

6.5.3 Visual approach . . . . . . . . . . . . . . . . . . . . . . 6-46.5.4 Instrument approach. . . . . . . . . . . . . . . . . . . 6-46.5.5 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-46.5.6 Approach sequence . . . . . . . . . . . . . . . . . . . 6-5

6.5.6.1 General . . . . . . . . . . . . . . . . . . . . . . 6-56.5.6.2 Sequencing and spacing of

instrument approaches . . . . . . . . . . 6-66.5.6.2.1 Timed approach

procedures . . . . . . . . . . . 6-66.5.6.2.2 Interval between

successive approaches . . 6-66.5.6.2.3 Information on

approach sequence . . . . . 6-66.5.7 Expected approach time. . . . . . . . . . . . . . . . 6-66.5.8 Onward clearance time . . . . . . . . . . . . . . . . 6-7

6.6 Information for arriving aircraft . . . . . . . . . . . . . . 6-7

6.7 Operations on parallel or near-parallel runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-86.7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-86.7.2 Departing aircraft . . . . . . . . . . . . . . . . . . . . 6-8

6.7.2.1 Types of operation . . . . . . . . . . . . 6-86.7.2.2 Requirements and procedures for

independent parallel departures . . 6-86.7.3 Arriving aircraft . . . . . . . . . . . . . . . . . . . . . 6-8

6.7.3.1 Types of operations . . . . . . . . . . . 6-86.7.3.2 Requirements and procedures for

independent parallel approaches. . 6-86.7.3.3 Suspension of independent parallel

approaches to closely-spaced parallel runways . . . . . . . . . . . . . . 6-10

6.7.3.4 Requirements and procedures for dependent parallel approaches . . . 6-10

6.7.3.5 Requirements and procedures for segregated parallel operations. . . . 6-11

CHAPTER 7. PROCEDURES FOR AERODROME CONTROL SERVICE . . . . . . . . . 7-1

7.1 Functions of aerodrome control towers . . . . . . . . 7-17.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17.1.2 Alerting service provided by aerodrome

control towers . . . . . . . . . . . . . . . . . . . . . . . 7-17.1.3 Failure or irregularity of aids and

equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27.2 Selection of runway-in-use . . . . . . . . . . . . . . . . . . 7-27.3 Information to aircraft by aerodrome

control towers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27.3.1 Information related to the operation

of aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27.3.1.1 Start-up time procedures. . . . . . . . 7-27.3.1.2 Aerodrome and meteorological

information . . . . . . . . . . . . . . . . . . 7-27.3.1.3 Essential local traffic

information . . . . . . . . . . . . . . . . . . 7-37.3.1.4 Runway incursion or obstructed

runway. . . . . . . . . . . . . . . . . . . . . . 7-37.3.1.5 Wake turbulence and jet

blast hazards . . . . . . . . . . . . . . . . . 7-37.3.1.6 Abnormal aircraft configuration

and condition. . . . . . . . . . . . . . . . . 7-47.4 Essential information on aerodrome

conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47.5 Control of aerodrome traffic. . . . . . . . . . . . . . . . . 7-5

7.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57.5.2 Designated positions of aircraft in the

aerodrome traffic and taxi circuits . . . . . . . 7-57.5.3 Traffic on the manoeuvring area . . . . . . . . 7-5

7.5.3.1 Control of taxiing aircraft. . . . . . . 7-5

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7.5.3.1.1 Taxi clearance . . . . . . . . 7-57.5.3.1.2 Taxiing on a

runway-in-use. . . . . . . . . 7-67.5.3.1.3 Use of runway-holding

positions . . . . . . . . . . . . . 7-67.5.3.1.4 Helicopter taxiing

operations . . . . . . . . . . . . 7-77.5.3.2 Control of other than aircraft

traffic . . . . . . . . . . . . . . . . . . . . . . . 7-77.5.3.2.1 Entry to the

manoeuvring area. . . . . . 7-77.5.3.2.2 Priority on the

manoeuvring area. . . . . . 7-77.5.3.2.3 Communication

requirements and visual signals . . . . . . . . . 7-7

7.6 Control of traffic in the traffic circuit . . . . . . . . . . 7-87.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87.6.2 Entry of traffic circuit . . . . . . . . . . . . . . . . . 7-87.6.3 Priority for landing. . . . . . . . . . . . . . . . . . . . 7-8

7.7 Order of priority for arriving and departing aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8

7.8 Control of departing aircraft . . . . . . . . . . . . . . . . . 7-97.8.1 Departure sequence . . . . . . . . . . . . . . . . . . . 7-97.8.2 Separation of departing aircraft . . . . . . . . . . 7-97.8.3 Take-off clearance . . . . . . . . . . . . . . . . . . . . 7-9

7.9 Control of arriving aircraft . . . . . . . . . . . . . . . . . . 7-107.9.1 Separation of landing aircraft and

preceding landing and departing aircraft using the same runway . . . . . . . . . . . . . . . . 7-10

7.9.2 Clearance to land . . . . . . . . . . . . . . . . . . . . . 7-107.9.3 Landing and roll-out manoeuvres . . . . . . . . 7-10

7.10 Reduced runway separation minima betweenaircraft using the same runway. . . . . . . . . . . . . . . 7-10

7.11 Procedures for low visibility operations. . . . . . . . 7-127.11.1 Control of aerodrome surface traffic

in conditions of low visibility . . . . . . . . . 7-127.11.2 Procedures for control of aerodrome

traffic when category II/III approachesare in use. . . . . . . . . . . . . . . . . . . . . . . . . . 7-12

7.12 Suspension of visual flight rules operations. . . . . 7-137.13 Authorization of special VFR flights . . . . . . . . . . 7-137.14 Aeronautical ground lights . . . . . . . . . . . . . . . . . . 7-13

7.14.1 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . 7-137.14.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-147.14.3 Approach lighting . . . . . . . . . . . . . . . . . . . 7-147.14.4 Runway lighting . . . . . . . . . . . . . . . . . . . . 7-147.14.5 Stopway lighting. . . . . . . . . . . . . . . . . . . . 7-147.14.6 Taxiway lighting. . . . . . . . . . . . . . . . . . . . 7-147.14.7 Stop bars . . . . . . . . . . . . . . . . . . . . . . . . . . 7-157.14.8 Obstacle lighting. . . . . . . . . . . . . . . . . . . . 7-157.14.9 Monitoring of visual aids . . . . . . . . . . . . . 7-15

CHAPTER 8. RADAR SERVICES. . . . . . . . . . . . 8-1

8.1 Radar systems capabilities . . . . . . . . . . . . . . . . . . 8-18.2 Presentation of radar information. . . . . . . . . . . . . 8-28.3 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28.4 Provision of radar services . . . . . . . . . . . . . . . . . . 8-28.5 Use of SSR transponders . . . . . . . . . . . . . . . . . . . 8-3

8.5.2 SSR Code management . . . . . . . . . . . . . . . 8-38.5.3 Operation of SSR transponders . . . . . . . . . 8-38.5.4 Level information based on the use

of Mode C. . . . . . . . . . . . . . . . . . . . . . . . . . 8-48.5.4.1 Verification of accuracy of

Mode C-derived level information 8-48.5.4.2 Determination of level occupancy 8-4

8.6 General radar procedures . . . . . . . . . . . . . . . . . . . 8-58.6.1 Performance checks . . . . . . . . . . . . . . . . . . 8-58.6.2 Identification of aircraft . . . . . . . . . . . . . . . 8-5

8.6.2.1 Establishment of radar identification . . . . . . . . . . . . . . . . . 8-5

8.6.2.2 SSR identification procedures . . . 8-58.6.2.3 PSR identification procedures . . . 8-5

8.6.3 Transfer of radar identification . . . . . . . . . 8-68.6.4 Position information . . . . . . . . . . . . . . . . . . 8-78.6.5 Radar vectoring. . . . . . . . . . . . . . . . . . . . . . 8-88.6.6 Navigation assistance . . . . . . . . . . . . . . . . . 8-88.6.7 Interruption or termination of radar

service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-98.6.8 Minimum levels . . . . . . . . . . . . . . . . . . . . . 8-98.6.9 Information regarding adverse weather . . . 8-9

8.6.10 Reporting of significant meteorological information to meteorological offices . . . . 8-9

8.7 Use of radar in the air traffic control service . . . 8-98.7.1 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-98.7.2 Coordination of traffic under radar and

non-radar control. . . . . . . . . . . . . . . . . . . . . 8-108.7.3 Separation application. . . . . . . . . . . . . . . . . 8-108.7.4 Radar separation minima . . . . . . . . . . . . . . 8-118.7.5 Transfer of radar control . . . . . . . . . . . . . . 8-128.7.6 Speed control . . . . . . . . . . . . . . . . . . . . . . . 8-14

8.8 Emergencies, hazards and equipment failures . . . 8-148.8.1 Emergencies . . . . . . . . . . . . . . . . . . . . . . . . 8-148.8.2 Collision hazard information . . . . . . . . . . . 8-148.8.3 Failure of equipment. . . . . . . . . . . . . . . . . . 8-14

8.8.3.1 Aircraft radio transmitter failure . 8-148.8.3.2 Complete aircraft

communication failure . . . . . . . . . 8-158.8.3.3 Aircraft transponder failure in

areas where the carriage of a functioning transponder is mandatory . . . . . . . . . . . . . . . . . 8-15

8.8.4 Radar equipment failure . . . . . . . . . . . . . . . 8-158.8.5 Ground radio failure . . . . . . . . . . . . . . . . . . 8-15

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8.9 Use of radar in the approach control service . . . . 8-168.9.1 General provisions . . . . . . . . . . . . . . . . . . . . 8-168.9.2 Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-168.9.3 General approach radar procedures . . . . . . . 8-168.9.4 Vectoring to pilot-interpreted final

approach aid . . . . . . . . . . . . . . . . . . . . . . . . . 8-178.9.5 Vectoring for visual approach . . . . . . . . . . . 8-178.9.6 Radar approaches . . . . . . . . . . . . . . . . . . . . . 8-17

8.9.6.1 General provisions . . . . . . . . . . . . . 8-178.9.7 Final approach procedures . . . . . . . . . . . . . . 8-18

8.9.7.1 Surveillance radar approach. . . . . . 8-188.9.7.2 Precision radar approach . . . . . . . . 8-19

8.9.7.2.1 Duties of precisionapproach controller . . . . 8-19

8.9.7.2.2 Transfer of control . . . . . 8-198.9.7.2.3 Communications . . . . . . 8-198.9.7.2.4 Azimuth information

and corrections . . . . . . . . 8-198.9.7.2.5 Elevation information

and adjustments . . . . . . . 8-198.9.7.2.6 Distance information . . . 8-208.9.7.2.7 Termination of a

precision radarapproach . . . . . . . . . . . . . 8-20

8.9.7.2.8 Missed approaches . . . . . 8-208.10 Use of radar in the aerodrome control service. . . 8-20

8.10.1 Surveillance radar . . . . . . . . . . . . . . . . . . . 8-208.10.2 Use of surface movement radar

(SMR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-218.10.2.1 General provisions . . . . . . . . . . . 8-218.10.2.2 Functions. . . . . . . . . . . . . . . . . . . 8-218.10.2.3 Identification of aircraft . . . . . . . 8-21

8.11 Use of radar in the flight information service . . . 8-218.11.1 Functions. . . . . . . . . . . . . . . . . . . . . . . . . . 8-22

CHAPTER 9. FLIGHT INFORMATION SERVICE AND ALERTING SERVICE . . . . . . . . . 9-1

9.1 Flight information service . . . . . . . . . . . . . . . . . . . 9-19.1.1 Recording and transmission of information

on the progress of flights. . . . . . . . . . . . . . . 9-19.1.2 Transfer of responsibility for the provision

of flight information service . . . . . . . . . . . . 9-19.1.3 Transmission of information . . . . . . . . . . . . 9-1

9.1.3.1 Means of transmission . . . . . . . . . . 9-19.1.3.2 Transmission of special

air-reports, SIGMET and AIRMET information. . . . . . . . . . . 9-1

9.1.3.3 Transmission of information concerning volcanic activity . . . . . 9-1

9.1.3.4 Transmission of information concerning radioactive materials and toxic chemical clouds . . . . . . 9-2

9.1.3.5 Transmission of SPECI and amended TAF . . . . . . . . . . . . . . . . 9-2

9.1.3.6 Transmission of information on heavy or medium unmanned free balloons . . . . . . . . . . . . . . . . . 9-2

9.1.3.7 Transmission of information to supersonic aircraft . . . . . . . . . . . . . 9-2

9.1.4 Air traffic advisory service. . . . . . . . . . . . . 9-29.1.4.1 Objective and basic principles . . . 9-29.1.4.2 Aircraft . . . . . . . . . . . . . . . . . . . . . 9-39.1.4.3 Air traffic services units . . . . . . . . 9-3

9.2 Alerting service . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49.2.1 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49.2.2 Air traffic services units . . . . . . . . . . . . . . . 9-4

CHAPTER 10. COORDINATION . . . . . . . . . . . . 10-1

10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.2 Coordination in respect of the provision

of flight information service and alerting service . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10.3 Coordination in respect of the provision of air traffic advisory service . . . . . . . . . . . . . . . . . . 10-1

10.4 Coordination in respect of the provision of air traffic control service . . . . . . . . . . . . . . . . . . . 10-110.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-110.4.2 Coordination between ATC units

providing air traffic service within contiguous control areas. . . . . . . . . . . . . . 10-210.4.2.2 Approval requests . . . . . . . . . . . 10-210.4.2.3 Transfer of control . . . . . . . . . . 10-210.4.2.4 Transfer of communication. . . . 10-310.4.2.5 Termination of controlled

flight . . . . . . . . . . . . . . . . . . . . . 10-310.4.3 Coordination between a unit

providing area control service and a unit providing approach control service . . . . . . . . . . . . . . . . . . . . . 10-310.4.3.1 Division of control . . . . . . . . . . 10-310.4.3.2 Take-off and clearance

expiry times . . . . . . . . . . . . . . . . 10-410.4.3.3 Exchange of movement and

control data . . . . . . . . . . . . . . . . 10-410.4.4 Coordination between a unit providing

approach control service and a unit providing aerodrome control service . . . . 10-510.4.4.1 Division of control . . . . . . . . . . 10-5

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10.4.4.2 Exchange of movement and control data . . . . . . . . . . . . . . . . . 10-5

10.4.5 Coordination between control positions within the same unit . . . . . . . . . . . . . . . . . 10-5

10.5 Coordination between air traffic services units and aeronautical telecommunication stations . . . . 10-5

CHAPTER 11. AIR TRAFFIC SERVICES MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1

11.1 Categories of messages . . . . . . . . . . . . . . . . . . . . . 11-111.1.2 Emergency messages. . . . . . . . . . . . . . . . . 11-111.1.3 Movement and control messages . . . . . . . 11-111.1.4 Flight information messages . . . . . . . . . . . 11-1

11.2 General provisions. . . . . . . . . . . . . . . . . . . . . . . . . 11-211.2.1 Origination and addressing of messages . . 11-2

11.2.1.1 General . . . . . . . . . . . . . . . . . . . . 11-211.2.1.2 Use of the AFTN . . . . . . . . . . . . 11-2

11.2.2 Preparation and transmission of messages . . . . . . . . . . . . . . . . . . . . . . . . 11-4

11.3 Methods of message exchange . . . . . . . . . . . . . . . 11-411.4 Message types and their application. . . . . . . . . . . 11-5

11.4.1 Emergency messages. . . . . . . . . . . . . . . . . 11-511.4.1.2 Alerting (ALR) messages. . . . . . 11-511.4.1.3 Radiocommunication failure

(RCF) messages . . . . . . . . . . . . . 11-511.4.2 Movement and control messages . . . . . . . 11-6

11.4.2.2 Filed flight plan messages andassociated update messages . . . . 11-6

11.4.2.3 Coordination messages. . . . . . . . 11-811.4.2.4 Supplementary messages . . . . . . 11-911.4.2.5 Control messages . . . . . . . . . . . . 11-10

11.4.3 Flight information messages . . . . . . . . . . . 11-1111.4.3.1 Messages containing traffic

information . . . . . . . . . . . . . . . . . 11-1111.4.3.2 Messages containing

meteorological information . . . . 11-1111.4.3.3 Messages concerning the

operation of aeronautical facilities. . . . . . . . . . . . . . . . . . . . 11-12

11.4.3.4 Messages containing information on aerodrome conditions . . . . . . . . . . . . . . . . . . 11-12

11.4.3.5 Messages concerning air traffic incident reports . . . . . . . . . . . . . . 11-13

CHAPTER 12. PHRASEOLOGIES . . . . . . . . . . . . 12-1

12.1 Communications procedures . . . . . . . . . . . . . . . . . 12-112.2 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

12.3 ATC phraseologies. . . . . . . . . . . . . . . . . . . . . . . . 12-312.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-312.3.2 Area control services . . . . . . . . . . . . . . . . 12-1012.3.3 Approach control services . . . . . . . . . . . . 12-1312.3.4 Phraseologies for use on and in the

vicinity of the aerodrome. . . . . . . . . . . . . 12-1512.3.5 Coordination between ATS units. . . . . . . 12-2412.3.6 Phraseologies to be used related

to CPDLC. . . . . . . . . . . . . . . . . . . . . . . . . 12-2612.4 Radar phraseologies . . . . . . . . . . . . . . . . . . . . . . . 12-26

12.4.1 General radar phraseologies. . . . . . . . . . . 12-2612.4.2 Radar in approach control service . . . . . . 12-2912.4.3 Secondary surveillance radar (SSR)

phraseologies . . . . . . . . . . . . . . . . . . . . . . 12-3312.5 Automatic dependent surveillance (ADS)

phraseologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3512.5.1 General ADS phraseologies . . . . . . . . . . . 12-35

12.6 Alerting phraseologies . . . . . . . . . . . . . . . . . . . . . 12-3512.7 Ground crew/flight crew phraseologies. . . . . . . . 12-35

CHAPTER 13. AUTOMATIC DEPENDENT SURVEILLANCE (ADS) SERVICES . . . . . . . . . . . 13-1

13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-113.2 ADS ground system capabilities . . . . . . . . . . . . . 13-113.3 ADS-related aeronautical information. . . . . . . . . 13-213.4 Use of ADS in the provision of air traffic control

service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-213.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . 13-213.4.2 Presentation of ADS data. . . . . . . . . . . . . 13-213.4.3 Provision of ADS services. . . . . . . . . . . . 13-3

13.4.3.1 General . . . . . . . . . . . . . . . . . . . 13-313.4.3.2 Coordination and transfer

of control of ADS aircraft . . . . 13-313.4.3.3 Communications . . . . . . . . . . . . 13-413.4.3.4 General ADS procedures . . . . . 13-4

13.5 Use of ADS in the application of separationminima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-613.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . 13-613.5.2 Determination of level of occupancy . . . 13-613.5.3 Application of horizontal separation

using ADS position information . . . . . . . 13-7

CHAPTER 14. CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC) . . . . . . . . . 14-1

14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-114.2 Establishment of CPDLC. . . . . . . . . . . . . . . . . . . 14-1

14.2.2 Airborne-initiated CPDLC . . . . . . . . . . . . 14-114.2.3 ATC unit-initiated CPDLC . . . . . . . . . . . 14-1

14.3 Exchange of operational CPDLC messages . . . . 14-1

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14.3.2.1 Urgency. . . . . . . . . . . . . . . . . . . . 14-214.3.2.2 Alert . . . . . . . . . . . . . . . . . . . . . . 14-214.3.2.3 Response . . . . . . . . . . . . . . . . . . . 14-3

14.3.3 Transfer of CPDLC . . . . . . . . . . . . . . . . . . 14-314.3.4 Free text messages. . . . . . . . . . . . . . . . . . . 14-514.3.5 Emergencies, hazards and equipment

failure procedures . . . . . . . . . . . . . . . . . . . 14-514.3.6 Failure of CPDLC . . . . . . . . . . . . . . . . . . . 14-514.3.7 Intentional shutdown of CPDLC . . . . . . . 14-514.3.8 Testing of CPDLC. . . . . . . . . . . . . . . . . . . 14-5

CHAPTER 15. PROCEDURES RELATED TO EMERGENCIES, COMMUNICATION FAILURE AND CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . 15-1

15.1 Emergency procedures . . . . . . . . . . . . . . . . . . . . . 15-115.1.1 General. . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-115.1.2 Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-115.1.3 Unlawful interference and aircraft

bomb threat . . . . . . . . . . . . . . . . . . . . . . . . 15-115.1.4 Emergency descent . . . . . . . . . . . . . . . . . . 15-3

15.1.4.2 Action by the pilot-in-command . . . . . . . . . . . . 15-3

15.1.4.3 Subsequent action by the air traffic control unit . . . . . . . . . 15-3

15.2 Special procedures for in-flight contingencies inoceanic airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . 15-315.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . 15-315.2.2 General procedures . . . . . . . . . . . . . . . . . . 15-3

15.2.2.4 Extended range operations byaeroplanes with two-turbinepower-units (ETOPS) . . . . . . . . . 15-4

15.2.3 Weather deviation procedures . . . . . . . . . . 15-415.2.3.1 General . . . . . . . . . . . . . . . . . . . . 15-415.2.3.2 Actions to be taken when

controller-pilot communicationsare established . . . . . . . . . . . . . . 15-4

15.2.3.3 Actions to be taken if a revisedATC clearance cannot be obtained 15-4

15.2.4 Procedures for strategic lateral offsets inoceanic and remote continental airspace . 15-5

15.3 Air-ground communications failure . . . . . . . . . . . 15-615.4 Assistance to VFR flights . . . . . . . . . . . . . . . . . . . 15-8

15.4.1 Strayed VFR flights and VFR flights encountering adverse meteorologicalconditions. . . . . . . . . . . . . . . . . . . . . . . . . . 15-8

15.5 Other in-flight contingencies . . . . . . . . . . . . . . . . 15-915.5.1 Strayed or unidentified aircraft . . . . . . . . . 15-915.5.2 Interception of civil aircraft . . . . . . . . . . . 15-1015.5.3 Fuel dumping. . . . . . . . . . . . . . . . . . . . . . . 15-10

15.5.3.1 General . . . . . . . . . . . . . . . . . . . . 15-10

15.5.3.2 Separation . . . . . . . . . . . . . . . . . 15-1015.5.3.3 Communications . . . . . . . . . . . . 15-1115.5.3.4 Information to other ATS units

and non-controlled traffic . . . . . 15-1115.5.4 Descents by supersonic aircraft due

to solar cosmic radiation . . . . . . . . . . . . . 15-1115.6 ATC contingencies. . . . . . . . . . . . . . . . . . . . . . . . 15-11

15.6.1 Radio communications contingencies . . . 15-1115.6.1.1 General . . . . . . . . . . . . . . . . . . . 15-1115.6.1.2 Ground radio failure . . . . . . . . . 15-1115.6.1.3 Blocked frequency . . . . . . . . . . 15-1215.6.1.4 Unauthorized use of

ATC frequency . . . . . . . . . . . . . 15-1215.7 Other ATC contingency procedures . . . . . . . . . . 15-12

15.7.1 Emergency separation . . . . . . . . . . . . . . . 15-1215.7.2 Short-term conflict alert (STCA)

procedures. . . . . . . . . . . . . . . . . . . . . . . . . 15-1215.7.3 Procedures in regard to aircraft

equipped with airborne collision avoidance systems (ACAS) . . . . . . . . . . . 15-13

15.7.4 Minimum safe altitude warning (MSAW) procedures. . . . . . . . . . . . . . . . . . . . . . . . . 15-13

15.7.5 Change of radiotelephony call sign for aircraft. . . . . . . . . . . . . . . . . . . . . . . . . 15-14

CHAPTER 16. MISCELLANEOUS PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1

16.1 Responsibility in regard to military traffic . . . . . 16-116.2 Responsibility in regard to unmanned free

balloons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-116.3 Air traffic incident report. . . . . . . . . . . . . . . . . . . 16-216.4 Use of repetitive flight plans (RPLs) . . . . . . . . . 16-2

16.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-216.4.2 Procedures for submission of RPLs

by operators . . . . . . . . . . . . . . . . . . . . . . . 16-216.4.3 Submission of total listings . . . . . . . . . . . 16-216.4.4 Changes to RPL listings. . . . . . . . . . . . . . 16-3

16.4.4.1 Changes of a permanent nature . 16-316.4.4.2 Changes of a temporary nature. . 16-316.4.4.3 Operator/pilot liaison . . . . . . . . 16-316.4.4.4 RPL procedures for ATS units . 16-416.4.4.5 Implementation of RPL

procedures . . . . . . . . . . . . . . . . . 16-416.4.4.6 Collection, storage and

processing of RPL data. . . . . . . 16-416.4.4.7 Suspension of RPL

procedures . . . . . . . . . . . . . . . . . 16-416.4.4.8 ATS messages related to

individual flights operating on an RPL . . . . . . . . . . . . . . . . . 16-4

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APPENDIX 1. INSTRUCTIONS FORAIR-REPORTING BY VOICE COMMUNICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . A1-1

1. Reporting instructions . . . . . . . . . . . . . . . . . . . . A1-22. Special air-report of volcanic activity form

(Model VAR) . . . . . . . . . . . . . . . . . . . . . . . . . . A1-53. Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1-6

APPENDIX 2. FLIGHT PLAN . . . . . . . . . . . . . . . . A2-1

1. ICAO model flight plan form. . . . . . . . . . . . . . A2-22. Instructions for the completion

of the flight plan form . . . . . . . . . . . . . . . . . . . A2-33. Instructions for the transmission of

a filed flight plan (FPL) message. . . . . . . . . . . A2-104. Instructions for the transmission of

a supplementary flight plan (SPL) message. . . A2-105. Example of a completed flight plan form . . . . A2-116. ICAO model repetitive flight plan (RPL)

listing form . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-127. Instructions for the completion of the

repetitive flight plan (RPL) listing form . . . . . A2-13

8. Example of a completed repetitive flight plan (RPL) listing form . . . . . . . . . . . . . . . . . . A2-16

APPENDIX 3. AIR TRAFFIC SERVICES MESSAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-1

1. Message contents, formats and data conventions. . . . . . . . . . . . . . . . . . . . . . . . A3-2

2. Examples of ATS messages . . . . . . . . . . . . . . A3-31

APPENDIX 4. AIR TRAFFIC INCIDENT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-1

1. ICAO model air traffic incident reportform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4-2

2. Instructions for the completion of the air traffic incident report form . . . . . . . . . A4-6

APPENDIX 5. CONTROLLER-PILOTDATA LINK COMMUNICATIONS (CPDLC)MESSAGE SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5-1

1. Uplink messages . . . . . . . . . . . . . . . . . . . . . . . A5-22. Downlink messages . . . . . . . . . . . . . . . . . . . . . A5-18

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FOREWORD

1. Historical background

1.1 The Procedures for Air Navigation Services — AirTraffic Management (PANS-ATM) are the result of theprogressive evolution of the Procedures for Air NavigationServices — Air Traffic Control (PANS-ATC) prepared bythe Air Traffic Control Committee of the InternationalConference on North Atlantic Route Service Organization(Dublin, March 1946).

1.2 A second version of the PANS-ATC was issued in thesame year, following review of the original procedures by theInternational Conference on European-Mediterranean RouteService Organization (Paris, April–May 1946).

1.3 The Third Edition of the PANS-ATC was prepared in1947 by the Rules of the Air and Air Traffic Control (RAC)Division at its Second Session (Montreal, December 1946–January 1947).

1.4 Originally applicable on a regional basis, thePANS-ATC became applicable on a worldwide basis on1 February 1950.

1.5 The Fourth Edition (1951) was given the titleProcedures for Air Navigation Services — Rules of the Air andAir Traffic Services (PANS-RAC) on the recommendation ofthe Fourth Session of the Rules of the Air and Air TrafficControl (RAC) Division (Montreal, November–December1950). This title reflected the fact that certain proceduresapplicable to pilots and a number of procedures relating to theprovision of flight information and alerting service were in-cluded therein, in addition to the operation of the air trafficcontrol service.

1.6 Further editions were issued periodically. The originof each edition issued since 1946 and subsequent amendmentsthereto are shown in Table A, together with a list of theprincipal subjects involved, the dates on which the amend-ments were approved by the Council and the dates on whichthey became applicable.

1.7 This edition, re-titled Procedures for Air NavigationServices — Air Traffic Management (PANS-ATM), providesfor a comprehensive update of the procedures as well as amajor re-organization of the contents. The new title reflects

that provisions and procedures relating to safety managementof air traffic services and to air traffic flow management areincluded.

2. Scope and purpose

2.1 The Procedures for Air Navigation Services — AirTraffic Management (PANS-ATM) are complementary to theStandards and Recommended Practices contained in Annex 2— Rules of the Air and in Annex 11 — Air Traffic Services.They are supplemented when necessary by regional procedurescontained in the Regional Supplementary Procedures(Doc 7030).

Note 1.— Although these procedures are mainly directed toair traffic services personnel, flight crews should be familiarwith the procedures contained in the following chapters of thedocument:

Chapters 3, 4 through 9, 12 through 14, Sections 16.3 and 16.4of Chapter 16, and Appendices 1, 2, 4 and 5.

Note 2.— The objectives of the air traffic control serviceas prescribed in Annex 11 do not include prevention of colli-sion with terrain. The procedures prescribed in this documentdo not relieve pilots of their responsibility to ensure that anyclearances issued by air traffic control units are safe in thisrespect. When an IFR flight is vectored by radar or is given adirect routing which takes the aircraft off an ATS route, theprocedures in Chapter 8, 8.6.5.2 apply.

2.2 The Procedures for Air Navigation Services — AirTraffic Management (PANS-ATM) specify, in greater detailthan in the Standards and Recommended Practices, the actualprocedures to be applied by air traffic services units inproviding the various air traffic services to air traffic.

3. Status

3.1 The Procedures for Air Navigation Services (PANS)do not have the same status as the Standards and Rec-ommended Practices. While the latter are adopted by Councilin pursuance of Article 37 of the Convention on InternationalCivil Aviation, subject to the full procedure of Article 90, the

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PANS are approved by the Council and recommended toContracting States for worldwide application.

3.2 Whilst the PANS may contain material which mayeventually become Standards or Recommended Practices(SARPs) when it has reached the maturity and stability necess-ary for adoption as such, they may also comprise materialprepared as an amplification of the basic principles in thecorresponding SARPs, and designed particularly to assist theuser in the application of those SARPs.

4. Implementation

The implementation of procedures is the responsibility ofContracting States; they are applied in actual operations onlyafter, and in so far as, States have enforced them. However,with a view to facilitating their processing towards implemen-tation by States, they have been prepared in language whichwill permit direct use by air traffic services personnel andothers associated with the provision of air traffic services tointernational air navigation.

5. Publication of differences

5.1 The PANS do not carry the status afforded toStandards adopted by the Council as Annexes to theConvention and, therefore, do not come within the obligationimposed by Article 38 of the Convention to notify differencesin the event of non-implementation.

5.2 However, attention of States is drawn to the provisionof Annex 15 related to the publication in their AeronauticalInformation Publications of lists of significant differencesbetween their procedures and the related ICAO procedures.

6. Promulgation of information

Information relating to the establishment and withdrawal ofand changes to facilities, services and procedures affectingaircraft operations provided according to the Proceduresspecified in this document should be notified and take effect inaccordance with Annex 15.

7. Contents of the document

Chapter 1 contains definitions.

Chapter 2 contains provisions and procedures regardingsafety management of the air traffic services.

Chapter 3 contains provisions and procedures applicable toair traffic flow management.

Chapter 4 contains general provisions and proceduresapplicable to the air traffic services.

Chapter 5 contains provisions and procedures applicable tothe separation of aircraft.

Chapter 6 contains provisions and procedures applicable todeparting and arriving aircraft.

Chapter 7 contains provisions and procedures applicableby air traffic control units providing aerodrome controlservice.

Note.— The procedures for operating aeronautical groundlights have been included in Chapter 7 (Section 7.14) sincethey concern mostly aerodromes. It should be noted that allaeronautical ground lights are included whether or not theyare on or in the vicinity of an aerodrome, and that the wholeof Section 7.14 applies to all aerodromes, whether or notaerodrome control service is provided.

Chapter 8 contains procedures applicable by air trafficservices units using radar in the performance of theirfunctions.

Chapter 9 contains procedures applicable by air trafficservices units providing flight information service and alertingservice.

Chapter 10 contains procedures regarding the coordinationto be effected between air traffic services units, betweencontrol positions within such units, and between such units andassociated aeronautical telecommunication stations.

Chapter 11 contains procedures relating to the air trafficservices messages which are necessary for the effectiveoperation of air traffic services.

Chapter 12 contains typical phraseologies to be used in theprovision of air traffic services, arranged in groups to relate tothe particular phase of air traffic services with which they aregenerally employed.

Chapter 13 contains procedures regarding automaticdependent surveillance (ADS) services.

Chapter 14 contains procedures concerning controller-pilotdata link communications (CPDLC). The associated CPDLCmessage set is contained in Appendix 5.

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Chapter 15 contains procedures related to emergencies,communication failure and contingencies.

Chapter 16 contains procedures applicable to special airoperations, to incident reporting and to repetitive flight plans.

Table A. Amendments to the PANS-ATM

Amendment Source(s) Subject(s)ApprovedApplicable

1st Edition (1946) North Atlantic Route Conference (1946)

Procedures for Air Navigation Services — Air Traffic Control (PANS-ATC). Implemented on a

regional basis onvarious dates andapplicable from1 February 1950 on aworldwide basis.

2nd Edition (1946) Conference on European-Mediterranean Route Service Organization (1946)

Revision of the original procedures.

3rd Edition (1947) Rules of the Air and Air Traffic Control (RAC) Division, Second Session (1946/1947)

Revision of the second edition.

4th Edition Rules of the Air and Air Traffic Control (RAC) Division, Fourth Session (1950)

Procedures for Air Navigation Services — Rules of the Air and Air Traffic Services (PANS-RAC). Inclusion of procedures applicable to pilots and of procedures regarding the provision of flight infor-mation and alerting service; change of title to reflect these inclusions.

28 November 19511 September 1952

5th Edition First Air Navigation Conference (1953); AGA Division, Fifth Session (1952)

Position reporting procedures; holding procedures phraseology; radar approach control procedures and phraseology; operation of aeronautical ground lights; air-ground communications failure; air reports; flight plan AIREP and POMAR forms.

8 December 19531 September 1954

6th Edition Second Air Navigation Conference (1955)

Separation minima; VFR on-top; coordination between adjacent area control centres; objectives and functions of air traffic advisory service; alerting service and search and rescue service; POMAR form.

11 May 19561 December 1956

7th Edition Rules of the Air, Air Traffic Services and Search and Rescue (RAC/SAR) Division (1958)

Introduction of a new flight plan form; major revision of the provisions relating to flight plans and the issuance of clearances based thereon; revision of flight plan messages; standardized content for messages relating to emergency phases; changes to the separation minima requirements; contents of position reports; restrictions in the issuance of clearances to fly maintaining VMC; transfer of responsibility for control from one ATC unit to another; procedures for approach control service; objectives and functions of the air traffic advisory service; phraseologies for ATS; consolidation of all provisions regarding flight plans, the flight plan form and instructions for completion of same.

18 February 19601 August 1960

Amendment 1 to the7th Edition

Panel for Co-ordinating Procedures respecting the Supply of Information for Aircraft Information, First Meeting (1959); Meteorology Division, Fifth Session (1959)

Transmission of meteorological information to aircraft in flight; revision of the Air-report and AIREP form.

2 December 19601 July 1961

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Air Navigation Commission Altimeter setting procedures. 26 June 19611 October 1961


Air Navigation Commission Change to flight plan form to cater for flights through intermediate stops.

15 December 19611 July 1962


Air Navigation Commission Additional provisions relating to alerting service. 13 April 19621 November 1962


Air Navigation Commission Changes and additions to the provisions relating to the operation of aeronautical ground lights.

12 December 19621 March 1963


Air Navigation Commission Definition for “D-value”. 8 April 19631 November 1963


Meteorological and Operations (MET/OPS) Divisional Meeting (1964)

Aircraft meteorological observations and reports. 31 May 196510 March 1966

8th Edition Rules of the Air and Air Traffic Services/Operations (RAC/OPS) Divisional Meeting (1963); Air Traffic Control Automation Panel (ATCAP), Fourth Meeting (1964)

New separation criteria and minima; control of VFR flights; essential traffic information; air traffic services coordination; phraseology including radar phraseology.

29 November 196525 August 1966


Air Navigation Commission Introduction of a new part on the use of radar in air traffic services and consequential changes to other parts. Expression of vertical position.

20 February 196724 August 1967

9th Edition Air Traffic Control Automation Panel (ATCAP), Fifth Meeting (1966)

Changes to the provisions concerning air traffic services data to facilitate the application of automation in air traffic control; guidance material on ATC automation and flow control.

7 June 19678 February 1968


Fifth Air Navigation Conference (1967)

Changes to all parts to improve the safety and efficiency of international air operations in the approach, landing and take-off phases.

23 January 196918 September 1969

10th Edition Sixth Air Navigation Conference (1969)

Position reporting and reporting of operational and meteorological information; types of flights to be provided with separation; VMC clearances; Mach number technique; use of SSR in the air traffic services; application of separation minima; clearances; addressing of ATS messages; flight information service and alerting service; guidance material on the application of the Mach number technique on the use of secondary surveillance radar in the air traffic services and on a standard form and attendant procedures for the reporting of air traffic incidents.

1 June 19704 February 1971


Sixth Air Navigation Conference (1969); LIM EUM (RAC/COM) RAN Meeting (1969)

Changes to the format and data conventions for air-report messages. Estimated time of departure/arrival in ATS messages.

24 March 19727 December 1972


Air Navigation Commission Authority over aircraft operating over the high seas. 15 November 197216 August 1973


Air Navigation Commission Guidance material on repetitive flight plans. 13 December 197216 August 1973


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Seventh Air Navigation Conference (1972)

Area navigation practices; position reports; SSR radiotelephony phraseology; guidance material on the use of SSR.

23 March 197323 May 1974


Council action in pursuance of Assembly Resolutions A17-10 and A18-10

ATS practices in the event an aircraft is being subjected to unlawful interference.

7 December 197323 May 1974


Various sources including Sixth EUM/RAN Meeting, a proposal by the United Kingdom, various actions of the Council and the Air Navigation Commission

Altimeter setting; radar identification and transfer; automatic terminal information service (ATIS); communication failure procedures.

8 April 197427 February 1975


Technical Panel on Supersonic Transport Operations; Air Navigation Commission; Council

Supersonic aircraft operations; interception of aircraft; definition of “emergency phase”.

4 February 19759 October 1975


Air Navigation Commission; Amendments to Annexes 3 and 10

SSR Code 7500; information to aircraft and air-reporting by aircraft; frequencies for survival radio equipment.

12 December 197530 December 1976


Technical Panel on Supersonic Transport Operations; Air Navigation Commission; Amendment to Annex 14

Supersonic aircraft operations; unlawful interference.

7 April 197630 December 1976

11th Edition Ninth Air Navigation Conference (1976); Air Navigation Commission; Amendments to Annexes 3 and 14

Definitions; ATS flight plans and messages; guidance material regarding repetitive flight plans; separation between aircraft; guidance material regarding wake turbulence and related separation minima; use of information derived from secondary surveillance radar; guidance material concerning radar separation based on computer-processed radar data; operation of aeronautical ground lights.

9 December 197710 August 1978

Amendment 1 to the 11th Edition

Air Navigation Commission Designation of standard departure and arrival routes. 3 December 197927 November 1980


Air Navigation Commission Definitions; coordination of activities which constitute a potential hazard to flights of civil aircraft; unmanned free balloons.

4 March 198126 November 1981


Air Navigation Commission Action to be taken by an ATS unit when it becomes aware that an aircraft has deviated from its intended track or reports that it is lost.

1 April 198126 November 1981


Amendment 29 to Annex 11 Automatic terminal information service (ATIS); transferred to Annex 11.

2 April 198225 November 1982


AGA Divisional Meeting (1981); ATS Data Acquisition, Processing and Transfer Panel, Third Meeting (1981); Air Navigation Commission

Definitions; wind shear; surface movement guidance and control; message priority; radiotelephony phraseologies; communications requirements; units of measurement.

13 May 19837 June 1984

12th Edition ATS Data Acquisition, Processing and Transfer Panel, Third Meeting (1981); Air Navigation Commission

Definitions; contents of flight plans; repetitive flight plans; ATS data interchange; Co-ordinated Universal Time (UTC).

26 June 198421 November 1985


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Council; Air Navigation Commission Strayed or unidentified aircraft; interception of civil aircraft; provision of flight plan and flight progress information; use of radar.



Air Navigation Commission Definitions; position and air-reporting; change of aircraft call signs during flight; airborne SSR Mode S capability; reporting of volcanic activity; introduction of three-letter designators; transmission of numbers on radiotelephony; inclusion of English language phraseology in the French, Russian and Spanish editions; deletion of all attachments.

27 March 198722 October 1987


Secretariat; Visual Flight Rules Operations Panel (VFOP), Third Meeting (1986); Air Navigation Commission; amendments consequential to adoption of amendments to Annex 6

Operation of aircraft in mixed VFR/IFR environments; surface movement guidance and control; simultaneous operations on parallel or near-parallel instrument runways; acts of unlawful interference; wake turbulence categories and separation minima.



Secondary Surveillance Radar Improvements and Collision Avoidance Systems Panel, Fourth Meeting (SICASP/4) (1989)

Definitions; provision of air traffic services irrespective of airborne collision avoidance system (ACAS) operation.

26 February 199311 November 1993


Review of the General Concept of Separation Panel (RGCSP), Seventh Meeting (1990), Eighth Meeting (1993); Automatic Dependent Surveillance Panel (ADSP), Second Meeting (1992); All Weather Operations Panel (AWOP), Twelfth Meeting (1987); SSR Improvements and Collision Avoidance Systems Panel (SICASP), Fourth Meeting (1989); Obstacle Clearance Panel (OCP), Ninth Meeting (1990); Limited North Atlantic (COM/MET/RAC) Regional Air Navigation Meeting (1992); COM/MET/OPS Divisional Meeting (1990); Air Navigation Commission

Definitions; reduced vertical separation minimum of 300 m (1 000 ft) above FL 290; area navigation (RNAV) criteria; required navigation performance; automatic dependent surveillance; identification of medical aircraft; integration of helicopter traffic with conventional aeroplane traffic; inclusion of en-route alternates on the flight plan; surface movement radar; air traffic incident reporting; air reporting procedures; transmission of information to aircraft on radioactive material and toxic chemical “clouds”, meteorological information in ATS messages; identification of runway visual range (RVR) reporting position; ATS aspects of MLS operations; use of SSR alone for separation purposes; ground proximity warning systems (GPWS).



Air Navigation Commission Simultaneous operations on parallel or near-parallel instrument runways.


13th Edition Secretariat; SSR Improvements and Collision Avoidance Systems Panel (SICASP), Fifth Meeting (1993); All Weather Operations Panel

Use of radar in air traffic services; airborne collision avoidance systems (ACAS); approach instructions for microwave landing system (MLS)/area navigation (RNAV) procedures.



Air Navigation Commission Definitions; AIREP formats and automated air reporting; forwarding of meteorological information; separation between aircraft; adequacy of distress and urgency communication procedures; and communication failure procedures.



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Automatic Dependent Surveillance Panel, Fourth Meeting (1996); Review of the General Concept of Separation Panel, Ninth Meeting (1996)

Automatic dependent surveillance; data interchange between automatic ATS systems; ATS applications for air-ground data links; separation between aircraft; required navigation performance; and required navigation performance and area navigation for en-route operations.



Air Navigation Commission; Visual Aids Panel, Thirteenth Meeting (1997)

ATS airspace classifications; visual meteorological conditions clearance; and runway-holding position.


14th Edition Air Navigation; Secretariat; fifth meeting of the Automatic Dependent Surveillance Panel (ADSP/5); Multi-Agency Air Traffic Services Procedures Co-ordination Group (MAPCOG); thirty-ninth meeting of the European Air Navigation Planning Group (EANPG/39); eleventh and twelfth meetings of the Obstacle Clearance Panel (OCP/11 and OCP/12);Amendment 72 to Annex 3 — Meteorological Service for Inter-national Air Navigation; Amendments 25, 20 and 7 to Annex 6 — Operation of Aircraft, Parts I, II and III; Amendments 26, 21 and 8 to Annex 6, Parts I, II and III

Renaming of document to Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM); Chapter 1 — Definitions. New and revised definitions; New Chapter 2 — ATS Safety Management. Introduction of new provisions relating to ATS safety management; New Chapter 3 — ATS System Capacity and Air Traffic Flow Management. Introduction of new provisions relating to ATFM procedures and capacity management; Chapter 4 — General Provisions for Air Traffic Services. Restructuring of the material, changes to read-back requirements, and expansion of the provisions relating to speed control; Chapter 5 — Separation Methods and Minima. Restructuring, and editorial changes to improve clarity; Chapter 6 — Separation in the Vicinity of Aerodromes. Restructuring, introduction of new provisions relating to standard clearances for arriving and departing aircraft; Chapter 7 — Procedures for Aerodrome Control Service. Restructuring, introduction of new provisions relating to low visibility operations; Chapter 8 — Radar Services. Restructuring and editorial changes; Chapter 9 — Flight Information Service and Alerting Service. Renumbering of paragraphs only; Chapter 10 — Coordination. Introduction of new general provisions relating to ATS coordination, renumbering of existing paragraphs and editorial changes; Chapter 11 — Air Traffic Services Messages. Renumbering of paragraphs only; editorial amendments.


Chapter 12 — Phraseologies. Amended procedures aimed at harmonizing radiotelephony speech and improving the use of standard phraseology;Chapter 14 — Controller-Pilot Data Link Communications (CPDLC). Amended and new procedures to facilitate implementation of the available technology in relation to CPDLC and data link — flight information services (D-FIS); New Chapter 15 — Procedures related to Emergencies, Communication Failure and Contingencies. Contains relocated and new provisions dealing with emergency situations; Chapter 16 — Miscellaneous Procedures. Relocated provisions dealing with military traffic, unmanned free balloons, air traffic incident reports and use of repetitive flight plans; and miscellaneous editorial amendments.


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Fifth meeting of the Automatic Dependent Surveillance Panel (ADSP/5); tenth meeting of the Review of the General Concept of Separation Panel (RGCSP/10)

Automatic dependent surveillance; lateral separation on intersecting tracks for RNAV operations where RNP is specified; 55.5 km (30 NM) longitudinal separation and the requirement for ADS to implement this separation minimum.

28 May 200228 November 2002

2 Separation and Airspace Safety Panel; and Secretariat and the Proficiency Requirements in Common English Study Group

Tolerance values to be used by controllers for verification of the accuracy of the level information reported by Mode C; language proficiency requirements; and editorial amendment to Appendix 1.


3 Secretariat/Air Navigation Commission; Meteorology Divisional Meeting (2002); Recommendation 3/3 of the fourth meeting of the Global Navigation Satellite System Panel (GNSSP/4).

Runway incursions; phraseologies concerning 8.33 kHz channel spacing, RVSM and GNSS; special air-reports and other meteorological information; and amendment of definitions.


4 Secretariat Definitions; meteorological information; special procedures for in-flight contingencies in oceanic airspace; reduced runway separation minima; air-ground communications failure procedures; phraseologies for use on and in the vicinity of the aerodrome.



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PANS-ATM 1-1 24/11/05No. 4

CHAPTER 1. DEFINITIONS

Note 1.— Throughout the text of this document the term“service” is used as an abstract noun to designate functions,or service rendered; the term “unit” is used to designate acollective body performing a service.

Note 2.— All references to “Radio Regulations” are to theRadio Regulations published by the International Telecom-munication Union (ITU). Radio Regulations are amended fromtime to time by the decisions embodied in the Final Acts ofWorld Radiocommunication Conferences held normally everytwo to three years. Further information on the ITU processesas they relate to aeronautical radio system frequency use iscontained in the Handbook on Radio Frequency Spectrum Re-quirements for Civil Aviation including statement of approvedICAO policies (Doc 9718)

When the following terms are used in the present docu-ment they have the following meanings:

Accepting unit/controller. Air traffic control unit/air trafficcontroller next to take control of an aircraft.

Note.— See definition of “transferring unit/controller”.

ADS agreement. An ADS reporting plan which establishes theconditions of ADS data reporting (i.e. data required by theair traffic services unit and frequency of ADS reportswhich have to be agreed to prior to the provision of theADS services).

Note.— The terms of the agreement will be exchangedbetween the ground system and the aircraft by means of acontract, or a series of contracts.

ADS contract. A means by which the terms of an ADS agree-ment will be exchanged between the ground system andthe aircraft, specifying under what conditions ADS reportswould be initiated, and what data would be contained inthe reports.

Note.— The term “ADS contract” is a generic termmeaning variously, ADS event contract, ADS demandcontract, ADS periodic contract or an emergency mode.Ground forwarding of ADS reports may be implementedbetween ground systems.

ADS service. A service using aircraft information provided bymeans of automatic dependent surveillance.

Advisory airspace. An airspace of defined dimensions, ordesignated route, within which air traffic advisory serviceis available.

Advisory route. A designated route along which air trafficadvisory service is available.

Note.— Air traffic control service provides a muchmore complete service than air traffic advisory service;advisory areas and routes are therefore not establishedwithin controlled airspace, but air traffic advisory servicemay be provided below and above control areas.

Aerodrome. A defined area on land or water (including anybuildings, installations and equipment) intended to be usedeither wholly or in part for the arrival, departure andsurface movement of aircraft.

Note.— The term “aerodrome” where used in theprovisions relating to flight plans and ATS messages isintended to cover also sites other than aerodromes whichmay be used by certain types of aircraft, e.g. helicopters orballoons.

Aerodrome control service. Air traffic control service foraerodrome traffic.

Aerodrome control tower. A unit established to provide airtraffic control service to aerodrome traffic.

Aerodrome elevation. The elevation of the highest point of thelanding area.

Aerodrome traffic. All traffic on the manoeuvring area of anaerodrome and all aircraft flying in the vicinity of anaerodrome.

Note.— An aircraft is in the vicinity of an aerodromewhen it is in, entering or leaving an aerodrome trafficcircuit.

Aerodrome traffic circuit. The specified path to be flown byaircraft operating in the vicinity of an aerodrome.

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Aeronautical fixed service (AFS). A telecommunicationservice between specified fixed points provided primarilyfor the safety of air navigation and for the regular, efficientand economical operation of air services.

Aeronautical fixed station. A station in the aeronautical fixedservice.

Aeronautical ground light. Any light specially provided as anaid to air navigation, other than a light displayed on anaircraft.

Aeronautical Information Publication (AIP). A publicationissued by or with the authority of a State and containingaeronautical information of a lasting character essential toair navigation.

Aeronautical mobile service (RR S1.32). A mobile servicebetween aeronautical stations and aircraft stations,or between aircraft stations, in which survival craftstations may participate; emergency position-indicatingradiobeacon stations may also participate in this service ondesignated distress and emergency frequencies.

Aeronautical station (RR S1.81). A land station in theaeronautical mobile service. In certain instances, anaeronautical station may be located, for example, on boardship or on a platform at sea.

Aeronautical telecommunication station. A station in theaeronautical telecommunication service.

Airborne collision avoidance system (ACAS). An aircraftsystem based on secondary surveillance radar (SSR)transponder signals which operates independently ofground-based equipment to provide advice to the pilot onpotential conflicting aircraft that are equipped with SSRtransponders.

Aircraft. Any machine that can derive support in the atmo-sphere from the reactions of the air other than the reactionsof the air against the earth’s surface.

Aircraft address. A unique combination of 24 bits availablefor assignment to an aircraft for the purpose of air-groundcommunications, navigation and surveillance.

Aircraft identification. A group of letters, figures or acombination thereof which is either identical to, or thecoded equivalent of, the aircraft call sign to be used inair-ground communications, and which is used to identifythe aircraft in ground-ground air traffic services commu-nications.

Aircraft observation. The evaluation of one or more meteoro-logical elements made from an aircraft in flight.

Aircraft proximity. A situation in which, in the opinion of apilot or air traffic services personnel, the distance betweenaircraft as well as their relative positions and speed havebeen such that the safety of the aircraft involved mayhave been compromised. An aircraft proximity is classi-fied as follows:

Risk of collision. The risk classification of an aircraftproximity in which serious risk of collision hasexisted.

Safety not assured. The risk classification of an aircraftproximity in which the safety of the aircraft may havebeen compromised.

No risk of collision. The risk classification of an aircraftproximity in which no risk of collision has existed.

Risk not determined. The risk classification of an aircraftproximity in which insufficient information was avail-able to determine the risk involved, or incon-clusive orconflicting evidence precluded such determination.

Air-ground communication. Two-way communicationbetween aircraft and stations or locations on the surface ofthe earth.

AIRMET information. Information issued by a meteoro-logical watch office concerning the occurrence or expectedoccurrence of specified en-route weather phenomenawhich may affect the safety of low-level aircraft oper-ations and which was not already included in the forecastissued for low-level flights in the flight information regionconcerned or sub-area thereof.

AIRPROX. The code word used in an air traffic incidentreport to designate aircraft proximity.

Air-report. A report from an aircraft in flight prepared in con-formity with requirements for position, and operationaland/or meteorological reporting.

Air-taxiing. Movement of a helicopter/VTOL above thesurface of an aerodrome, normally in ground effect and ata ground speed normally less than 37 km/h (20 kt).

Note.— The actual height may vary, and some helicop-ters may require air-taxiing above 8 m (25 ft) AGL toreduce ground effect turbulence or provide clearance forcargo slingloads.

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Air-to-ground communication. One-way communication fromaircraft to stations or locations on the surface of the earth.

Air traffic. All aircraft in flight or operating on the manoeu-vring area of an aerodrome.

Air traffic advisory service. A service provided within advi-sory airspace to ensure separation, in so far as practical,between aircraft which are operating on IFR flight plans.

Air traffic control clearance. Authorization for an aircraft toproceed under conditions specified by an air traffic controlunit.

Note 1.— For convenience, the term “air trafficcontrol clearance” is frequently abbreviated to “clear-ance” when used in appropriate contexts.

Note 2.— The abbreviated term “clearance” may beprefixed by the words “taxi”, “take-off”, “departure”,“en-route”, “approach” or “landing” to indicate the par-ticular portion of flight to which the air traffic controlclearance relates.

Air traffic control instruction. Directives issued by air trafficcontrol for the purpose of requiring a pilot to take aspecific action.

Air traffic control service. A service provided for the purposeof:

a) preventing collisions:

1) between aircraft, and

2) on the manoeuvring area between aircraft andobstructions; and

b) expediting and maintaining an orderly flow of air traffic.

Air traffic control unit. A generic term meaning variously,area control centre, approach control unit or aerodromecontrol tower.

Air traffic flow management (ATFM). A service establishedwith the objective of contributing to a safe, orderly andexpeditious flow of air traffic by ensuring that ATC capac-ity is utilized to the maximum extent possible, and that thetraffic volume is compatible with the capacities declaredby the appropriate ATS authority.

Air traffic management. The aggregation of the airbornefunctions and ground-based functions (air traffic services,airspace management and air traffic flow management)

required to ensure the safe and efficient movement ofaircraft during all phases of operations.

Air traffic service (ATS). A generic term meaning variously,flight information service, alerting service, air traffic advi-sory service, air traffic control service (area control ser-vice, approach control service or aerodrome controlservice).

Air traffic services airspaces. Airspaces of defined dimen-sions, alphabetically designated, within which specifictypes of flights may operate and for which air trafficservices and rules of operation are specified.

Note.— ATS airspaces are classified as Class A to Gas shown in Annex 11, Appendix 4.

Air traffic services reporting office. A unit established for thepurpose of receiving reports concerning air traffic servicesand flight plans submitted before departure.

Note.— An air traffic services reporting office may beestablished as a separate unit or combined with an exist-ing unit, such as another air traffic services unit, or a unitof the aeronautical information service.

Air traffic services unit. A generic term meaning variously, airtraffic control unit, flight information centre or air trafficservices reporting office.

Airway. A control area or portion thereof established in theform of a corridor.

ALERFA. The code word used to designate an alert phase.

Alerting service. A service provided to notify appropriateorganizations regarding aircraft in need of search andrescue aid, and assist such organizations as required.

Alert phase. A situation wherein apprehension exists as to thesafety of an aircraft and its occupants.

Allocation, allocate. Distribution of frequencies, SSR Codes,etc. to a State, unit or service. Distribution of 24-bitaircraft addresses to a State or common mark registeringauthority.

Alphanumeric characters (alphanumerics). A collective termfor letters and figures (digits).

Alternate aerodrome. An aerodrome to which an aircraft mayproceed when it becomes either impossible or inadvisableto proceed to or to land at the aerodrome of intendedlanding. Alternate aerodromes include the following:


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Take-off alternate. An alternate aerodrome at which anaircraft can land should this become necessary shortlyafter take-off and it is not possible to use the aero-drome of departure.

En-route alternate. An aerodrome at which an aircraftwould be able to land after experiencing an abnormalor emergency condition while en route.

Destination alternate. An alternate aerodrome to which anaircraft may proceed should it become eitherimpossible or inadvisable to land at the aerodrome ofintended landing.

Note.— The aerodrome from which a flight departsmay also be an en-route or a destination alternateaerodrome for that flight.

Altitude. The vertical distance of a level, a point or an objectconsidered as a point, measured from mean sea level(MSL).

Approach control service. Air traffic control service for arriv-ing or departing controlled flights.

Approach control unit. A unit established to provide air trafficcontrol service to controlled flights arriving at, or depart-ing from, one or more aerodromes.

Approach sequence. The order in which two or more aircraftare cleared to approach to land at the aerodrome.

Appropriate ATS authority. The relevant authority designatedby the State responsible for providing air traffic services inthe airspace concerned.

Appropriate authority.

a) Regarding flight over the high seas: The relevantauthority of the State of Registry.

b) Regarding flight other than over the high seas: Therelevant authority of the State having sovereignty overthe territory being overflown.

Apron. A defined area, on a land aerodrome, intended toaccommodate aircraft for purposes of loading or unloadingpassengers, mail or cargo, fuelling, parking or maintenance.

Area control centre (ACC). A unit established to provide airtraffic control service to controlled flights in control areasunder its jurisdiction.

Area control service. Air traffic control service for controlledflights in control areas.

Area navigation (RNAV). A method of navigation whichpermits aircraft operation on any desired flight path withinthe coverage of station-referenced navigation aids orwithin the limits of the capability of self-contained aids, ora combination of these.

Area navigation route. An ATS route established for the useof aircraft capable of employing area navigation.

Assignment, assign. Distribution of frequencies to stations.Distribution of SSR Codes or 24-bit aircraft addresses toaircraft.

ATIS. The symbol used to designate automatic terminal infor-mation service.

ATS route. A specified route designed for channelling the flowof traffic as necessary for the provision of air trafficservices.

Note 1.— The term “ATS route” is used to meanvariously, airway, advisory route, controlled or uncon-trolled route, arrival or departure route, etc.

Note 2.— An ATS route is defined by route specifica-tions which include an ATS route designator, the track toor from significant points (waypoints), distance betweensignificant points, reporting requirements and, as deter-mined by the appropriate ATS authority, the lowest safealtitude.

Automatic dependent surveillance (ADS). A surveillancetechnique in which aircraft automatically provide, via adata link, data derived from on-board navigation andposition-fixing systems, including aircraft identification,four-dimensional position and additional data as appropri-ate.

Automatic terminal information service (ATIS). The auto-matic provision of current, routine information to arrivingand departing aircraft throughout 24 hours or a specifiedportion thereof:

Data link-automatic terminal information service(D-ATIS). The provision of ATIS via data link.

Voice-automatic terminal information service (Voice-ATIS). The provision of ATIS by means of continuousand repetitive voice broadcasts.

Base turn. A turn executed by the aircraft during the initialapproach between the end of the outbound track and thebeginning of the intermediate or final approach track. Thetracks are not reciprocal.


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Note.— Base turns may be designated as being madeeither in level flight or while descending, according to thecircumstances of each individual procedure.

Blind transmission. A transmission from one station to anotherstation in circumstances where two-way communicationcannot be established but where it is believed that the calledstation is able to receive the transmission.

Broadcast. A transmission of information relating to air navi-gation that is not addressed to a specific station or stations.

Ceiling. The height above the ground or water of the base ofthe lowest layer of cloud below 6 000 m (20 000 ft)covering more than half the sky.

Clearance limit. The point to which an aircraft is granted anair traffic control clearance.

Code (SSR). The number assigned to a particular multiplepulse reply signal transmitted by a transponder in Mode Aor Mode C.

Computer. A device which performs sequences of arithmeticaland logical steps upon data without human intervention.

Note.— When the word “computer” is used in thisdocument it may denote a computer complex, whichincludes one or more computers and peripheralequipment.

Control area. A controlled airspace extending upwards from aspecified limit above the earth.

Controlled aerodrome. An aerodrome at which air trafficcontrol service is provided to aerodrome traffic.

Note.— The term “controlled aerodrome” indicatesthat air traffic control service is provided to aerodrometraffic but does not necessarily imply that a control zoneexists.

Controlled airspace. An airspace of defined dimensions withinwhich air traffic control service is provided in accordancewith the airspace classification.

Note.— Controlled airspace is a generic term whichcovers ATS airspace Classes A, B, C, D and E asdescribed in Annex 11, 2.6.

Controlled flight. Any flight which is subject to an air trafficcontrol clearance.

Controller-pilot data link communications (CPDLC). Ameans of communication between controller and pilot,using data link for ATC communications.

Control zone. A controlled airspace extending upwards fromthe surface of the earth to a specified upper limit.

Cruise climb. An aeroplane cruising technique resulting in anet increase in altitude as the aeroplane mass decreases.

Cruising level. A level maintained during a significant portionof a flight.

Current data authority. The designated ground systemthrough which a CPDLC dialogue between a pilot and acontroller currently responsible for the flight is permittedto take place.

Current flight plan (CPL). The flight plan, including changes,if any, brought about by subsequent clearances.

Note.— When the word “message” is used as a suffixto this term, it denotes the content and format of thecurrent flight plan data sent from one unit to another.

Data convention. An agreed set of rules governing the manneror sequence in which a set of data may be combined intoa meaningful communication.

Data link initiation capability (DLIC). A data link applicationthat provides the ability to exchange addresses, names andversion numbers necessary to initiate data link applications.

Data processing. A systematic sequence of operationsperformed on data.

Note.— Examples of operations are the merging,sorting, computing or any other transformation orrearrangement with the object of extracting or revisinginformation, or of altering the representation of informa-tion.

Decision altitude (DA) or decision height (DH). A specifiedaltitude or height in the precision approach or approachwith vertical guidance at which a missed approach must beinitiated if the required visual reference to continue theapproach has not been established.

Note 1.— Decision altitude (DA) is referenced to meansea level and decision height (DH) is referenced to thethreshold elevation.

Note 2.— The required visual reference means thatsection of the visual aids or of the approach area which


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should have been in view for sufficient time for the pilot tohave made an assessment of the aircraft position and rateof change of position, in relation to the desired flight path.In Category III operations with a decision height therequired visual reference is that specified for the particu-lar procedure and operation.

Note 3.— For convenience where both expressions areused they may be written in the form “decision altitude/height” and abbreviated “DA/H”.

Dependent parallel approaches. Simultaneous approaches toparallel or near-parallel instrument runways where radarseparation minima between aircraft on adjacent extendedrunway centre lines are prescribed.

DETRESFA. The code word used to designate a distressphase.

Discrete code. A four-digit SSR Code with the last two digitsnot being “00”.

Distress phase. A situation wherein there is reasonablecertainty that an aircraft and its occupants are threatenedby grave and imminent danger or require immediateassistance.

Downstream data authority. A designated ground system,different from the current data authority through which thepilot can contact an appropriate ATC unit for the purposesof receiving a downstream clearance.

Elevation. The vertical distance of a point or a level, on oraffixed to the surface of the earth, measured from meansea level.

Emergency phase. A generic term meaning, as the case maybe, uncertainty phase, alert phase or distress phase.

Estimated elapsed time. The estimated time required toproceed from one significant point to another.

Estimated off-block time. The estimated time at which theaircraft will commence movement associated withdeparture.

Estimated time of arrival. For IFR flights, the time at whichit is estimated that the aircraft will arrive over that desig-nated point, defined by reference to navigation aids, fromwhich it is intended that an instrument approach procedurewill be commenced, or, if no navigation aid is associatedwith the aerodrome, the time at which the aircraft willarrive over the aerodrome. For VFR flights, the time atwhich it is estimated that the aircraft will arrive over theaerodrome.

Expected approach time. The time at which ATC expects thatan arriving aircraft, following a delay, will leave the hold-ing fix to complete its approach for a landing.

Note.— The actual time of leaving the holding fix willdepend upon the approach clearance.

Filed flight plan (FPL). The flight plan as filed with an ATSunit by the pilot or a designated representative, withoutany subsequent changes.

Note.— When the word “message” is used as a suffixto this term, it denotes the content and format of the filedflight plan data as transmitted.

Final approach. That part of an instrument approach pro-cedure which commences at the specified final approachfix or point, or where such a fix or point is not specified,

a) at the end of the last procedure turn, base turn orinbound turn of a racetrack procedure, if specified; or

b) at the point of interception of the last track specified inthe approach procedure; and

ends at a point in the vicinity of an aerodrome from which:

1) a landing can be made; or

2) a missed approach procedure is initiated.

Flight crew member. A licensed crew member charged withduties essential to the operation of an aircraft during aflight duty period.

Flight information centre. A unit established to provideflight information service and alerting service.

Flight information region (FIR). An airspace of defineddimensions within which flight information service andalerting service are provided.

Flight information service. A service provided for the purposeof giving advice and information useful for the safe andefficient conduct of flights.

Flight level. A surface of constant atmospheric pressure whichis related to a specific pressure datum, 1 013.2 hecto-pas-cals (hPa), and is separated from other such surfaces byspecific pressure intervals.

Note 1.— A pressure type altimeter calibrated inaccordance with the Standard Atmosphere:


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a) when set to a QNH altimeter setting, will indicate alti-tude;

b) when set to QFE altimeter setting, will indicate heightabove the QFE reference datum;

c) when set to a pressure of 1 013.2 hPa, may be used toindicate flight levels.

Note 2.— The terms “height” and “altitude”, used inNote 1 above, indicate altimetric rather than geometricheights and altitudes.

Flight plan. Specified information provided to air traffic ser-vices units, relative to an intended flight or portion of aflight of an aircraft.

Note.— Specifications for flight plans are contained inAnnex 2. A Model Flight Plan Form is contained inAppendix 2 to this document.

Flight visibility. The visibility forward from the cockpit of anaircraft in flight.

Flow control. Measures designed to adjust the flow of trafficinto a given airspace, along a given route, or bound for agiven aerodrome, so as to ensure the most effective utili-zation of the airspace.

Forecast. A statement of expected meteorological conditionsfor a specified time or period, and for a specified area orportion of airspace.

Glide path. A descent profile determined for vertical guidanceduring a final approach.

Ground effect. A condition of improved performance (lift) dueto the interference of the surface with the airflow patternof the rotor system when a helicopter or other VTOL air-craft is operating near the ground.

Note.— Rotor efficiency is increased by ground effectto a height of about one rotor diameter for most helicop-ters.

Ground visibility. The visibility at an aerodrome, as reportedby an accredited observer or by automatic systems.

Heading. The direction in which the longitudinal axis of anaircraft is pointed, usually expressed in degrees fromNorth (true, magnetic, compass or grid).

Height. The vertical distance of a level, a point or an objectconsidered as a point, measured from a specified datum.

Holding fix. A geographical location that serves as a referencefor a holding procedure.

Holding procedure. A predetermined manoeuvre which keepsan aircraft within a specified airspace while awaiting fur-ther clearance.

Human Factors principles. Principles which apply to aero-nautical design, certification, training, operations andmaintenance and which seek safe interface between thehuman and other system components by proper consider-ation to human performance.

Human performance. Human capabilities and limitationswhich have an impact on the safety and efficiency of aero-nautical operations.

IFR. The symbol used to designate the instrument flight rules.

IFR flight. A flight conducted in accordance with the instru-ment flight rules.

IMC. The symbol used to designate instrument meteorologicalconditions.

INCERFA. The code word used to designate an uncertaintyphase.

Incident. An occurrence, other than an accident, associatedwith the operation of an aircraft which affects or couldaffect the safety of operation.

Note.— The type of incidents which are of main interest tothe International Civil Aviation Organization for accident pre-vention studies are listed in the ICAO Accident/IncidentReporting Manual (Doc 9156).

Independent parallel approaches. Simultaneous approachesto parallel or near-parallel instrument runways where radarseparation minima between aircraft on adjacent extendedrunway centre lines are not prescribed.

Independent parallel departures. Simultaneous departuresfrom parallel or near-parallel instrument runways.

Initial approach segment. That segment of an instrumentapproach procedure between the initial approach fix andthe intermediate approach fix or, where applicable, thefinal approach fix or point.

Instrument approach procedure (IAP). A series ofpredetermined manoeuvres by reference to flightinstruments with specified protection from obstacles fromthe initial approach fix, or where applicable, from the


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beginning of a defined arrival route to a point from whicha landing can be completed and thereafter, if a landing isnot completed, to a position at which holding or en-routeobstacle clearance criteria apply. Instrument approach pro-cedures are classified as follows:

Non-precision approach (NPA) procedure. An instrumentapproach procedure which utilizes lateral guidance butdoes not utilize vertical guidance.

Approach procedure with vertical guidance (APV). Aninstrument procedure which utilizes lateral and verticalguidance but does not meet the requirements estab-lished for precision approach and landing operations.

Precision approach (PA) procedure. An instrumentapproach procedure using precision lateral and verticalguidance with minima as determined by the categoryof operation.

Note.— Lateral and vertical guidance refers to theguidance provided either by:

a) a ground-based navigation aid; or

b) computer-generated navigation data.

Instrument meteorological conditions (IMC). Meteorologicalconditions expressed in terms of visibility, distance fromcloud, and ceiling, less than the minima specified forvisual meteorological conditions.

Note 1.— The specified minima for visual meteorolog-ical conditions are contained in Chapter 3 of Annex 2.

Note 2.— In a control zone, a VFR flight may proceedunder instrument meteorological conditions if and asauthorized by air traffic control.

Landing area. That part of a movement area intended for thelanding or take-off of aircraft.

Level. A generic term relating to the vertical position of an air-craft in flight and meaning variously, height, altitude orflight level.

Location indicator. A four-letter code group formulated inaccordance with rules prescribed by ICAO and assigned tothe location of an aeronautical fixed station.

Manoeuvring area. That part of an aerodrome to be used forthe take-off, landing and taxiing of aircraft, excludingaprons.

Meteorological information. Meteorological report, analysis,forecast, and any other statement relating to existing orexpected meteorological conditions.

Meteorological office. An office designated to provide meteo-rological service for international air navigation.

Meteorological report. A statement of observed meteorologicalconditions related to a specified time and location.

Minimum fuel. The term used to describe a situation in whichan aircraft’s fuel supply has reached a state where little orno delay can be accepted.

Note.— This is not an emergency situation but merelyindicates that an emergency situation is possible, shouldany undue delay occur.

Missed approach procedure. The procedure to be followed ifthe approach cannot be continued.

Mode (SSR). The conventional identifier related to specificfunctions of the interrogation signals transmitted by anSSR interrogator. There are four modes specified inAnnex 10: A, C, S and intermode.

Movement area. That part of an aerodrome to be used for thetake-off, landing and taxiing of aircraft, consisting of themanoeuvring area and the apron(s).

Near-parallel runways. Non-intersecting runways whoseextended centre lines have an angle of convergence/ diver-gence of 15 degrees or less.

Next data authority. The ground system so designated by thecurrent data authority through which an onward transfer ofcommunications and control can take place.

Non-radar separation. The separation used when aircraft posi-tion information is derived from sources other than radar.

Normal operating zone (NOZ). Airspace of defined dimen-sions extending to either side of an ILS localizer courseand/or MLS final approach track. Only the inner half ofthe normal operating zone is taken into account in inde-pendent parallel approaches.

NOTAM. A notice distributed by means of telecommunicationcontaining information concerning the establishment, con-dition or change in any aeronautical facility, service, pro-cedure or hazard, the timely knowledge of which isessential to personnel concerned with flight operations.


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No transgression zone (NTZ). In the context of independentparallel approaches, a corridor of airspace of defineddimensions located centrally between the two extendedrunway centre lines, where a penetration by an aircraftrequires a controller intervention to manoeuvre any threat-ened aircraft on the adjacent approach.

Obstacle clearance altitude (OCA) or obstacle clearanceheight (OCH). The lowest altitude or the lowest heightabove the elevation of the relevant runway threshold or theaerodrome elevation as applicable, used in establishingcompliance with appropriate obstacle clearance criteria.

Note 1.— Obstacle clearance altitude is referenced tomean sea level and obstacle clearance height is referencedto the threshold elevation or in the case of non-precisionapproaches to the aerodrome elevation or the thresholdelevation if that is more than 2 m (7 ft) below the aero-drome elevation. An obstacle clearance height for a cir-cling approach is referenced to the aerodrome elevation.

Note 2.— For convenience when both expressions areused they may be written in the form “obstacle clearancealtitude/height” and abbreviated “OCA/H”.

Operational control. The exercise of authority over the initia-tion, continuation, diversion or termination of a flight inthe interest of the safety of the aircraft and the regularityand efficiency of the flight.

Operator. A person, organization or enterprise engaged in oroffering to engage in an aircraft operation.

Pilot-in-command. The pilot designated by the operator, or inthe case of general aviation, the owner, as being in com-mand and charged with the safe conduct of a flight.

Precision approach radar (PAR). Primary radar equipmentused to determine the position of an aircraft during finalapproach, in terms of lateral and vertical deviations rela-tive to a nominal approach path, and in range relative totouchdown.

Note.— Precision approach radars are designated toenable pilots of aircraft to be given guidance by radiocom-munication during the final stages of the approach to land.

Pressure-altitude. An atmospheric pressure expressed in termsof altitude which corresponds to that pressure in the Stan-dard Atmosphere.*

Primary radar. A radar system which uses reflected radio signals.

Primary surveillance radar (PSR). A surveillance radar sys-tem which uses reflected radio signals.

Procedure turn. A manoeuvre in which a turn is made awayfrom a designated track followed by a turn in the oppositedirection to permit the aircraft to intercept and proceedalong the reciprocal of the designated track.

Note 1.— Procedure turns are designated “left” or“right” according to the direction of the initial turn.

Note 2.— Procedure turns may be designated as beingmade either in level flight or while descending, accordingto the circumstances of each individual procedure.

Profile. The orthogonal projection of a flight path or portionthereof on the vertical surface containing the nominaltrack.

PSR blip. The visual indication, in non-symbolic form, on aradar display of the position of an aircraft obtained by pri-mary radar.

Radar. A radio detection device which provides informationon range, azimuth and/or elevation of objects.

Radar approach. An approach in which the final approachphase is executed under the direction of a radar controller.

Radar clutter. The visual indication on a radar display ofunwanted signals.

Radar contact. The situation which exists when the radar posi-tion of a particular aircraft is seen and identified on a radardisplay.

Radar control. Term used to indicate that radar-derived infor-mation is employed directly in the provision of air trafficcontrol service.

Radar controller. A qualified air traffic controller holding aradar rating appropriate to the functions to which he isassigned.

Radar display. An electronic display of radar-derived infor-mation depicting the position and movement of aircraft.

Radar identification. The situation which exists when theradar position of a particular aircraft is seen on a radar dis-play and positively identified by the air traffic controller.

Radar map. Information superimposed on a radar display toprovide ready indication of selected features.* As defined in Annex 8.


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Radar monitoring. The use of radar for the purpose of provid-ing aircraft with information and advice relative to signif-icant deviations from nominal flight path, includingdeviations from the terms of their air traffic control clear-ances.

Radar position indication (RPI). The visual indication, innon-symbolic and/or symbolic form, on a radar display ofthe position of an aircraft obtained by primary and/or sec-ondary surveillance radar.

Radar position symbol (RPS). The visual indication, in sym-bolic form, on a radar display, of the position of an aircraftobtained after automatic processing of positional dataderived from primary and/or secondary surveillance radar.

Radar separation. The separation used when aircraft positioninformation is derived from radar sources.

Radar service. Term used to indicate a service provideddirectly by means of radar.

Radar track position. An extrapolation of aircraft position bythe computer based upon radar information and used bythe computer for tracking purposes.

Note.— In some cases, information other than radar-derived information is used to assist the tracking pro-cesses.

Radar unit. That element of an air traffic services unit whichuses radar equipment to provide one or more services.

Radar vectoring. Provision of navigational guidance to air-craft in the form of specific headings, based on the use ofradar.

Receiving unit/controller. Air traffic services unit/air trafficcontroller to which a message is sent.

Note.— See definition of “sending unit/controller”.

Repetitive flight plan (RPL). A flight plan related to a seriesof frequently recurring, regularly operated individualflights with identical basic features, submitted by an oper-ator for retention and repetitive use by ATS units.

Reporting point. A specified geographical location in relationto which the position of an aircraft can be reported.

Required navigation performance (RNP). A statement of thenavigation performance necessary for operation within adefined airspace.

Note.— Navigation performance and requirements aredefined for a particular RNP type and/or application.

Rescue coordination centre. A unit responsible for promotingefficient organization of search and rescue services and forcoordinating the conduct of search and rescue operationswithin a search and rescue region.

Rescue unit. A unit composed of trained personnel and pro-vided with equipment suitable for the expeditious conductof search and rescue.

RNP type. A containment value expressed as a distance in nauti-cal miles from the intended position within which flightswould be for at least 95 per cent of the total flying time.

Example.— RNP 4 represents a navigation accuracy ofplus or minus 7.4 km (4 NM) on a 95 per cent containmentbasis.

Runway. A defined rectangular area on a land aerodrome pre-pared for the landing and take-off of aircraft.

Runway-holding position. A designated position intended toprotect a runway, an obstacle limitation surface, or anILS/MLS critical/sensitive area at which taxiing aircraftand vehicles shall stop and hold, unless otherwise autho-rized by the aerodrome control tower.

Note.— In radiotelephony phraseologies, the expression“holding point” is used to designate the runway-holdingposition.

Runway incursion. Any occurrence at an aerodrome involvingthe incorrect presence of an aircraft, vehicle or person onthe protected area of a surface designated for the landingand take-off of aircraft.

Runway visual range (RVR). The range over which the pilotof an aircraft on the centre line of a runway can see therunway surface markings or the lights delineating the run-way or identifying its centre line.

Secondary radar. A radar system wherein a radio signal trans-mitted from the radar station initiates the transmission of aradio signal from another station.

Secondary surveillance radar (SSR). A surveillance radar sys-tem which uses transmitters/receivers (interrogators) andtransponders.

Segregated parallel operations. Simultaneous operations onparallel or near-parallel instrument runways in which onerunway is used exclusively for approaches and the otherrunway is used exclusively for departures.


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Sending unit/controller. Air traffic services unit/air trafficcontroller transmitting a message.

Note.— See definition of “receiving unit/controller”.

Shoreline. A line following the general contour of the shore,except that in cases of inlets or bays less than 30 nauticalmiles in width, the line shall pass directly across the inletor bay to intersect the general contour on the opposite side.

SIGMET information. Information issued by a meteorologicalwatch office concerning the occurrence or expected occur-rence of specified en-route weather phenomena which mayaffect the safety of aircraft operations.

Significant point. A specified geographical location used indefining an ATS route or the flight path of an aircraft andfor other navigation and ATS purposes.

Slush. Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be displaced with asplatter; specific gravity: 0.5 up to 0.8.

Note.— Combinations of ice, snow and/or standingwater may, especially when rain, rain and snow, or snowis falling, produce substances with specific gravities inexcess of 0.8. These substances, due to their high water/icecontent, will have a transparent rather than a cloudyappearance and, at the higher specific gravities, will bereadily distinguishable from slush.

Snow (on the ground).

a) Dry snow. Snow which can be blown if loose or, ifcompacted by hand, will fall apart upon release; spe-cific gravity: up to but not including 0.35.

b) Wet snow. Snow which, if compacted by hand, willstick together and tend to or form a snowball; specificgravity: 0.35 up to but not including 0.5.

c) Compacted snow. Snow which has been compressedinto a solid mass that resists further compression andwill hold together or break up into lumps if picked up;specific gravity: 0.5 and over.

Special VFR flight. A VFR flight cleared by air traffic controlto operate within a control zone in meteorological condi-tions below VMC.

SSR response. The visual indication, in non-symbolic form,on a radar display, of a response from an SSR tran-sponder in reply to an interrogation.

Standard instrument arrival (STAR). A designated instrumentflight rule (IFR) arrival route linking a significant point,normally on an ATS route, with a point from which a pub-lished instrument approach procedure can be commenced.

Standard instrument departure (SID). A designated instru-ment flight rule (IFR) departure route linking the aero-drome or a specified runway of the aerodrome with aspecified significant point, normally on a designated ATSroute, at which the en-route phase of a flight commences.

Stopway. A defined rectangular area on the ground at the endof take-off run available prepared as a suitable area inwhich an aircraft can be stopped in the case of an aban-doned take-off.

Surveillance radar. Radar equipment used to determine theposition of an aircraft in range and azimuth.

Taxiing. Movement of an aircraft on the surface of an aerodromeunder its own power, excluding take-off and landing.

Taxiway. A defined path on a land aerodrome established forthe taxiing of aircraft and intended to provide a linkbetween one part of the aerodrome and another, including:

a) Aircraft stand taxilane. A portion of an apron desig-nated as a taxiway and intended to provide access toaircraft stands only.

b) Apron taxiway. A portion of a taxiway system locatedon an apron and intended to provide a through taxiroute across the apron.

c) Rapid exit taxiway. A taxiway connected to a runwayat an acute angle and designed to allow landing aero-planes to turn off at higher speeds than are achieved onother exit taxiways thereby minimizing runway occu-pancy times.

Terminal control area (TMA). A control area normally estab-lished at the confluence of ATS routes in the vicinity ofone or more major aerodromes.

Threshold. The beginning of that portion of the runway usablefor landing.

Total estimated elapsed time. For IFR flights, the estimatedtime required from take-off to arrive over that designatedpoint, defined by reference to navigation aids, from whichit is intended that an instrument approach procedure willbe commenced, or, if no navigation aid is associated withthe destination aerodrome, to arrive over the destinationaerodrome. For VFR flights, the estimated time requiredfrom take-off to arrive over the destination aerodrome.


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Touchdown. The point where the nominal glide path inter-cepts the runway.

Note.— “Touchdown” as defined above is only adatum and is not necessarily the actual point at which theaircraft will touch the runway.

Track. The projection on the earth’s surface of the path of anaircraft, the direction of which path at any point is usuallyexpressed in degrees from North (true, magnetic or grid).

Traffic avoidance advice. Advice provided by an air trafficservices unit specifying manoeuvres to assist a pilot toavoid a collision.

Traffic information. Information issued by an air traffic ser-vices unit to alert a pilot to other known or observed airtraffic which may be in proximity to the position orintended route of flight and to help the pilot avoid a colli-sion.

Transfer of control point. A defined point located along theflight path of an aircraft, at which the responsibility forproviding air traffic control service to the aircraft is trans-ferred from one control unit or control position to the next.

Transferring unit/controller. Air traffic control unit/air trafficcontroller in the process of transferring the responsibilityfor providing air traffic control service to an aircraft to thenext air traffic control unit/air traffic controller along theroute of flight.

Note.— See definition of “accepting unit/controller”.

Transition altitude. The altitude at or below which the verticalposition of an aircraft is controlled by reference to alti-tudes.

Transition layer. The airspace between the transition altitudeand the transition level.

Transition level. The lowest flight level available for useabove the transition altitude.

Uncertainty phase. A situation wherein uncertainty exists asto the safety of an aircraft and its occupants.

Unmanned free balloon. A non-power-driven, unmanned,lighter-than-air aircraft in free flight.

Note.— Unmanned free balloons are classified asheavy, medium or light in accordance with specificationscontained in Annex 2, Appendix 4.

VFR. The symbol used to designate the visual flight rules.

VFR flight. A flight conducted in accordance with the visualflight rules.

Visibility. Visibility for aeronautical purposes is the greater of:

a) the greatest distance at which a black object of suitabledimensions, situated near the ground, can be seen andrecognized when observed against a bright back-ground;

b) the greatest distance at which lights in the vicinity of1 000 candelas can be seen and identified against anunlit background.

Note 1.— The two distances have different values in air ofa given extinction coefficient, and the latter b) varies with thebackground illumination. The former a) is represented by themeteorological optical range (MOR).

Note 2. — The definition applies to the observations of vis-ibility in local routine and special reports, to the observationsof prevailing and minimum visibility reported in METAR andSPECI and to the observations of ground visibility.

Visual approach. An approach by an IFR flight when eitherpart or all of an instrument approach procedure is not com-pleted and the approach is executed in visual reference toterrain.

Visual meteorological conditions. Meteorological conditionsexpressed in terms of visibility, distance from cloud, andceiling, equal to or better than specified minima.

Note.— The specified minima are contained inAnnex 2, Chapter 4.

VMC. The symbol used to designate visual meteorologicalconditions.

Waypoint. A specified geographical location used to define anarea navigation route or the flight path of an aircraftemploying area navigation. Waypoints are identified aseither:

Fly-by waypoint. A waypoint which requires turn anticipa-tion to allow tangential interception of the next seg-ment of a route or procedure, or

Flyover waypoint. A waypoint at which a turn is initiatedin order to join the next segment of a route or proce-dure.

CHAPTER 2. ATS SAFETY MANAGEMENT

2.1 GENERAL

2.1.1 States shall ensure that the level of air traffic services(ATS) and communications, navigation and surveillance, as wellas the ATS procedures applicable to the airspace or aerodromeconcerned, are appropriate and adequate for maintaining anacceptable level of safety in the provision of ATS.

2.1.2 The requirements in respect of services, systemsand procedures applicable to airspaces and aerodromes shouldbe established on the basis of a regional air navigationagreement in order to facilitate the harmonization of ATS inadjacent airspaces.

2.1.3 To ensure that safety in the provision of ATS ismaintained, the appropriate ATS authority shall implementformal and systematic safety management programmes for theair traffic services under its jurisdiction. Where appropriate,ATS safety management programmes should be established onthe basis of a regional air navigation agreement.

2.2 OBJECTIVES

The objectives of ATS safety management are to ensure that:

a) the established level of safety applicable to the pro-vision of ATS within an airspace or at an aerodrome ismet; and

b) safety-related enhancements are implemented whenevernecessary.

2.3 ATS SAFETY MANAGEMENTACTIVITIES

2.3.1 An ATS safety management programme shouldinclude, inter alia, the following with respect to the provisionof air traffic services:

a) monitoring of overall safety levels and detection of anyadverse trend;

b) safety reviews of ATS units;

c) safety assessments in respect of the plannedimplementation of airspace re-organizations, theintroduction of new equipment systems or facilities,and new or changed ATS procedures; and

d) a mechanism for identifying the need for safetyenhancing measures.

2.3.2 All activities undertaken in an ATS safetymanagement programme shall be fully documented. Alldocumentation shall be retained for such period of time as isspecified by the appropriate authority.

2.4 MONITORING OF SAFETY LEVELS

2.4.1 Collection and evaluation ofsafety-related data

2.4.1.1 Data for use in safety monitoring programmesshould be collected from as wide a range of sources aspossible, as the safety-related consequences of particularprocedures or systems may not be realized until after anincident has occurred.

2.4.1.2 The appropriate ATS authority should establish aformal incident reporting system for ATS personnel tofacilitate the collection of information on actual or potentialsafety hazards or deficiencies related to the provision of ATS,including route structures, procedures, communications,navigation and surveillance systems and other safety signifi-cant systems and equipment as well as controller work loads.

Note.— Guidance related to both mandatory and voluntaryState incident reporting systems is contained in the ICAOAccident Prevention Manual (Doc 9422).

2.4.2 Review of incident and othersafety-related reports

2.4.2.1 Safety-related reports concerning the operation ofair traffic services, including air traffic incident reports, shallbe systematically reviewed by the appropriate ATS authority in

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order to detect any adverse trend in the number and types ofincidents which occur.

2.4.2.2 Reports concerning the serviceability of ATSfacilities and systems, such as failures and degradations ofcommunications, surveillance and other safety significant sys-tems and equipment, shall be systematically reviewed by theappropriate ATS authority in order to detect any trend in theoperation of such systems which may have an adverse effecton safety.

2.5 SAFETY REVIEWS

2.5.1 General requirements

Safety reviews of ATS units shall be conducted on a regularand systematic basis by personnel qualified through training,experience and expertise and having a full understanding ofrelevant Standards and Recommended Practices (SARPs),Procedures for Air Navigation Services (PANS), safe operatingpractices and Human Factors principles.

2.5.2 Scope

The scope of ATS unit safety reviews should include at leastthe following issues:

Regulatory issues to ensure that:

a) ATS operations manuals, ATS unit instructions and airtraffic control (ATC) coordination procedures arecomplete, concise, and up-to-date;

b) the ATS route structure, where applicable, provides for:

1) adequate route spacing; and

2) crossing points for ATS routes located so as toreduce the need for controller intervention and forinter- and intra-unit coordination;

c) the separation minima used in the airspace or at theaerodrome are appropriate and all the provisionsapplicable to those minima are being complied with;

d) where applicable, provision is made for adequatevisual or radar observation of the manoeuvring area,and procedures and measures aimed at minimizing thepotential for inadvertent runway incursions are inplace;

e) appropriate procedures for low visibility aerodromeoperations are in place;

f) traffic volumes and associated controller work loads donot exceed defined, safe levels and that procedures arein place for regulating traffic volumes whenevernecessary;

g) procedures to be applied in the event of failures ordegradations of ATS systems, including communi-cations, navigation and surveillance systems, arepracticable and will provide for an acceptable level ofsafety; and

h) procedures for the reporting of incidents and othersafety-related occurrences are implemented, that thereporting of incidents is encouraged and that suchreports are reviewed to identify the need for anyremedial action.

Operational and technical issues to ensure that:

a) the environmental working conditions meet establishedlevels for temperature, humidity, ventilation, noise andambient lighting, and do not adversely affect controllerperformance;

b) automation systems generate and display flight plan,control and coordination data in a timely, accurate andeasily recognizable manner and in accordance withHuman Factors principles;

c) equipment, including input/output devices forautomation systems, are designed and positioned in theworking position in accordance with ergonomicprinciples;

d) communications, navigation, surveillance and othersafety significant systems and equipment;

1) are tested for normal operations on a routine basis;

2) meet the required level of reliability and avail-ability as defined by the appropriate authority;

3) provide for the timely and appropriate detectionand warning of system failures and degradations;

4) include documentation on the consequences ofsystem, sub-system and equipment failures anddegradations;

5) include measures to control the probability offailures and degradations; and

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Chapter 2. ATS Safety Management 2-3

6) include adequate back-up facilities and/orprocedures in the event of a system failure ordegradation; and

e) detailed records of systems and equipmentserviceability are kept and periodically reviewed.

Note.— In the context above, the terms reliabilityand availability have the following meanings:

1) Reliability. The probability that a device or systemwill function without failure over a specified timeperiod or amount of usage; and

2) Availability. The ratio of percentage of the timethat a system is operating correctly to the totaltime in that period.

Licensing and training issues to ensure that:

a) controllers are adequately trained and properlylicensed with valid ratings;

b) controller competency is maintained by adequate andappropriate refresher training, including the handlingof aircraft emergencies and operations underconditions with failed and degraded facilities andsystems;

c) controllers, where the ATC unit/control sector isstaffed by teams, are provided relevant and adequatetraining in order to ensure efficient teamwork;

d) the implementation of new or amended procedures,and new or updated communications, surveillance andother safety significant systems and equipment ispreceded by appropriate training and instruction;

e) controller competency in the English language issatisfactory in relation to providing ATS to inter-national air traffic; and

f) standard phraseology is used.

2.6 SAFETY ASSESSMENTS

2.6.1 Need for safety assessments

2.6.1.1 A safety assessment shall be carried out inrespect of proposals for significant airspace reorganizations,

for significant changes in the provision of ATS proceduresapplicable to an airspace or an aerodrome, and for theintroduction of new equipment, systems or facilities, such as:

a) a reduced separation minimum to be applied within anairspace or at an aerodrome;

b) a new operating procedure, including departure andarrival procedures, to be applied within an airspace orat an aerodrome;

c) a reorganization of the ATS route structure;

d) a resectorization of an airspace;

e) physical changes to the layout of runways and/ortaxiways at an aerodrome; and

f) implementation of new communications, surveillanceor other safety-significant systems and equipment,including those providing new functionality and/orcapabilities.

Note 1.— A reduced separation minimum may refer to thereduction of a horizontal separation minimum, including aminimum based on required navigation performance (RNP), areduced vertical separation minimum of 300 m (1 000 ft)between FL 290 and FL 410 inclusive (RVSM), the reductionof a radar separation or a wake turbulence separationminimum or reduction of minima between landing and/ordeparting aircraft.

Note 2.— When, due to the nature of the change, theacceptable level of safety cannot be expressed in quantitativeterms, the safety assessments may rely on operationaljudgement.

2.6.1.2 Proposals shall be implemented only when theassessment has shown that an acceptable level of safety will bemet.

2.6.2 Safety-significant factors

The safety assessment shall consider relevant all factorsdetermined to be safety-significant, including:

a) types of aircraft and their performance characteristics,including aircraft navigation capabilities and navigationperformance;

b) traffic density and distribution;

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c) airspace complexity, ATS route structure andclassification of the airspace;

d) aerodrome layout, including runway configurations,runway lengths and taxiways configuration;

e) type of air-ground communications and timeparameters for communication dialogues, includingcontroller intervention capability;

f) type and capabilities of surveillance system, and theavailability of systems providing controller support andalert functions; and

g) any significant local or regional weather phenomena.

Note 1.— See also Chapter 5, Section 5.11 concerningreductions in separation minima.

Note 2.— Guidance material on methods of expressing andassessing a safety level and on safety monitoring programmesis contained in Annex 11, Attachment B, the Air TrafficServices Planning Manual (Doc 9426), the Manual onImplementation of a 300 m (1 000 ft) Vertical SeparationMinimum Between FL 290 and FL 410 Inclusive (Doc 9574),the Manual on Required Navigation Performance (RNP)(Doc 9613) and the Manual on Airspace Planning

Methodology for the Determination of Separation Minima(Doc 9689).

2.7 SAFETY-ENHANCING MEASURES

2.7.1 Any actual or potential hazard related to theprovision of ATS within an airspace or at an aerodrome,whether identified through an ATS safety management activityor by any other means, shall be assessed and classified by theappropriate ATS authority for its risk acceptability.

2.7.2 Except when the risk can be classified asacceptable, the ATS authority concerned shall, as a matter ofpriority and as far as practicable, implement appropriatemeasures to eliminate the risk or reduce the risk to a level thatis acceptable.

2.7.3 If it becomes apparent that the level of safetyapplicable to an airspace or an aerodrome is not, or may notbe achieved, the appropriate ATS authority shall, as a matter ofpriority and as far as practicable, implement appropriateremedial measures.

2.7.4 Implementation of any remedial measure shall befollowed by an evaluation of the effectiveness of the measurein eliminating or mitigating a risk.

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CHAPTER 3. ATS SYSTEM CAPACITY ANDAIR TRAFFIC FLOW MANAGEMENT

3.1 CAPACITY MANAGEMENT

3.1.1 General

3.1.1.1 The capacity of an ATS system depends on manyfactors, including the ATS route structure, the navigationaccuracy of the aircraft using the airspace, weather relatedfactors, and controller workload. Every effort should be madeto provide sufficient capacity to cater to both normal and peaktraffic levels; however, in implementing any measures toincrease capacity, the responsible ATS authority shall ensure,in accordance with the procedures specified in Chapter 2, thatsafety levels are not jeopardized.

3.1.1.2 The number of aircraft provided with an ATCservice shall not exceed that which can be safely handled bythe ATC unit concerned under the prevailing circumstances. Inorder to define the maximum number of flights which can besafely accommodated, the appropriate ATS authority shouldassess and declare the ATC capacity for control areas, forcontrol sectors within a control area and for aerodromes.

3.1.1.3 ATC capacity should be expressed as themaximum number of aircraft which can be accepted over agiven period of time within the airspace or at the aerodromeconcerned.

Note.— The most appropriate measure of capacity is likelyto be the sustainable hourly traffic flow. Such hourly capacitiescan, for example, be converted into daily, monthly or annualvalues.

3.1.2 Capacity assessment

In assessing capacity values, factors to be taken into accountshould include, inter alia:

a) the level and type of ATS provided;

b) the structural complexity of the control area, thecontrol sector or the aerodrome concerned;

c) controller workload, including control and coor-dination tasks to be performed;

d) the types of communications, navigation and surveil-lance systems in use, their degree of technicalreliability and availability as well as the availability ofback-up systems and/or procedures;

e) availability of ATC systems providing controllersupport and alert functions; and

f) any other factor or element deemed relevant tocontroller workload.

Note.— Summaries of techniques which may be used toestimate control sector/position capacities are contained in theAir Traffic Services Planning Manual (Doc 9426).

3.1.3 Regulation of ATC capacityand traffic volumes

3.1.3.1 Where traffic demand varies significantly on adaily or periodic basis, facilities and procedures should beimplemented to vary the number of operational sectors orworking positions to meet the prevailing and anticipateddemand. Applicable procedures should be contained in localinstructions.

3.1.3.2 In case of particular events which have a negativeimpact on the declared capacity of an airspace or aerodrome,the capacity of the airspace or aerodrome concerned shall bereduced accordingly for the required time period. Wheneverpossible, the capacity pertaining to such events should be pre-determined.

3.1.3.3 To ensure that safety is not compromisedwhenever the traffic demand in an airspace or at an aerodromeis forecast to exceed the available ATC capacity, measuresshall be implemented to regulate traffic volumes accordingly.

3.1.4 Enhancements of ATC capacity

3.1.4.1 The appropriate ATS authority should:

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a) periodically review ATS capacities in relation to trafficdemand; and

b) provide for flexible use of airspace in order to improvethe efficiency of operations and increase capacity.

3.1.4.2 In the event that traffic demand regularly exceedsATC capacity, resulting in continuing and frequent trafficdelays, or it becomes apparent that forecast traffic demand willexceed capacity values, the appropriate ATS authority should,as far as practicable:

a) implement steps aimed at maximizing the use of theexisting system capacity; and

b) develop plans to increase capacity to meet the actual orforecast demand.

3.1.5 Flexible use of airspace

3.1.5.1 The appropriate authorities should, through theestablishment of agreements and procedures, make provisionfor the flexible use of all airspace in order to increase airspacecapacity and to improve the efficiency and flexibility ofaircraft operations. When applicable, such agreements andprocedures should be established on the basis of a regional airnavigation agreement.

3.1.5.2 Agreements and procedures providing for aflexible use of airspace should specify, inter alia:

a) the horizontal and vertical limits of the airspaceconcerned;

b) the classification of any airspace made available foruse by civil air traffic;

c) units or authorities responsible for transfer of theairspace;

d) conditions for transfer of the airspace to the ATC unitconcerned;

e) conditions for transfer of the airspace from the ATCunit concerned;

f) periods of availability of the airspace;

g) any limitations on the use of the airspace concerned;and

h) any other relevant procedures or information.

3.2 AIR TRAFFIC FLOW MANAGEMENT

3.2.1 General

3.2.1.1 An air traffic flow management (ATFM) serviceshall be implemented for airspace where traffic demand attimes exceeds the defined ATC capacity.

3.2.1.2 ATFM should be implemented on the basis of aregional air navigation agreement or, when appropriate, as amultilateral agreement.

3.2.1.3 The ATFM service within a region or otherdefined area, should be developed and implemented as acentralized ATFM organization, supported by flow manage-ment positions established at each area control centre (ACC)within the region or area of applicability.

3.2.1.4 Certain flights may be exempt from ATFMmeasures, or be given priority over other flights.

3.2.1.5 Detailed procedures governing the provision ofthe ATFM measures, and service within a region or areashould be prescribed in a regional ATFM manual or handbook.

3.2.2 Flow management procedures

ATFM should be carried out in three phases:

a) strategic planning, if the action is carried out morethan one day before the day on which it will takeeffect. Strategic planning is normally carried out wellin advance, typically two to six months ahead;

b) pre-tactical planning, if the action is to be taken on theday before the day on which it will take effect;

c) tactical operations, if the action is taken on the day onwhich it will take effect.

3.2.3 Strategic planning

3.2.3.1 Strategic planning should be carried out inconjunction with ATC and the aircraft operators. It shouldconsist of examining the demand for the forthcoming season,assessing where and when demand is likely to exceed theavailable ATC capacity and taking steps to resolve theimbalance by:

a) arranging with the ATC authority to provide adequatecapacity at the required place and time;

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Chapter 3. ATS System Capacity and Air Traffic Flow Management 3-3

b) re-routing certain traffic flows (traffic orientation);

c) scheduling or rescheduling flights as appropriate; and

d) identifying the need for tactical ATFM measures.

3.2.3.2 Where a traffic orientation scheme (TOS) is to beintroduced, the routes should, as far as practicable, minimizethe time and distance penalties for the flights concerned, andallow some degree of flexibility in the choice of routes,particularly for long-range flights.

3.2.3.3 When a TOS has been agreed, details should bepublished by all States concerned in a common format.

3.2.4 Pre-tactical planning

Pre-tactical planning should entail fine tuning of the strategicplan in the light of updated demand data. During this phase:

a) certain traffic flows may be re-routed;

b) off-load routes may be coordinated;

c) tactical measures will be decided upon; and

d) details for the ATFM plan for the following day shouldbe published and made available to all concerned.

3.2.5 Tactical operations

3.2.5.1 Tactical ATFM operations should consist of:

a) executing the agreed tactical measures in order toprovide a reduced and even flow of traffic wheredemand would otherwise have exceeded capacity;

b) monitoring the evolution of the air traffic situation toensure that the ATFM measures applied are having thedesired effect and to take or initiate remedial actionwhen long delays are reported, including re-routing oftraffic and flight level allocation, in order to utilize theavailable ATC capacity to the maximum extent.

3.2.5.2 When the traffic demand exceeds, or is foreseento exceed, the capacity of a particular sector or aerodrome, theresponsible ATC unit shall advise the responsible ATFM unit,where such a unit is established, and other ATC unitsconcerned. Flight crews of aircraft planned to fly in theaffected area and operators should be advised, as soon aspracticable, of the delays expected or the restrictions whichwill be applied.

Note.— Operators known or believed to be concerned willnormally be advised by the regional air traffic flow manage-ment service, when established.

3.2.6 Liaison

During all phases of ATFM the responsible units should liaiseclosely with ATC and the aircraft operators in order to ensurean effective and equitable service.

Note.— Attention is drawn to the guidance materialcontained in the Air Traffic Services Planning Manual(Doc 9426) regarding flow control as well as to procedurescontained in the Regional Supplementary Procedures(Doc 7030) and regional ATFM Handbooks.

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CHAPTER 4. GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES

4.1 RESPONSIBILITY FOR THE PROVISION OFAIR TRAFFIC CONTROL SERVICE

4.1.1 Area control service

Area control service shall be provided:

a) by an area control centre (ACC); or

b) by the unit providing approach control service in acontrol zone or in a control area of limited extentwhich is designated primarily for the provision ofapproach control service, when no ACC is established.

4.1.2 Approach control service

Approach control service shall be provided:

a) by an aerodrome control tower or an ACC, when it isnecessary or desirable to combine under the responsi-bility of one unit the functions of the approach controlservice and those of the aerodrome control service orthe area control service; or

b) by an approach control unit, when it is necessary ordesirable to establish a separate unit.

Note.— Approach control service may be provided by aunit co-located with an ACC, or by a control sector within anACC.

4.1.3 Aerodrome control service

Aerodrome control service shall be provided by an aerodromecontrol tower.

4.2 RESPONSIBILITY FOR THE PROVISIONOF FLIGHT INFORMATION SERVICE

AND ALERTING SERVICE

Flight information service and alerting service shall beprovided as follows:

a) within a flight information region (FIR): by a flightinformation centre, unless the responsibility forproviding such services is assigned to an air trafficcontrol unit having adequate facilities for the exerciseof such responsibilities;

b) within controlled airspace and at controlledaerodromes: by the relevant air traffic control units.

4.3 DIVISION OF RESPONSIBILITY FORCONTROL BETWEEN AIR TRAFFIC

CONTROL UNITS

4.3.1 General

The appropriate ATS authority shall designate the area ofresponsibility for each air traffic control (ATC) unit and, whenapplicable, for individual control sectors within an ATC unit.Where there is more than one ATC working position within aunit or sector, the duties and responsibilities of the individualworking positions shall be defined.

4.3.2 Between a unit providing aerodromecontrol service and a unit providing

approach control service

4.3.2.1 Except for flights which are provided aerodromecontrol service only, the control of arriving and departingcontrolled flights shall be divided between units providingaerodrome control service and units providing approachcontrol service as follows:

4.3.2.1.1 Arriving aircraft. Control of an arriving aircraftshall be transferred from the unit providing approach controlservice to the unit providing aerodrome control service whenthe aircraft:

a) is in the vicinity of the aerodrome, and

1) it is considered that approach and landing will becompleted in visual reference to the ground, or

2) has reached uninterrupted visual meteorologicalconditions, or

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b) is at a prescribed point or level, or

c) has landed,

as specified in letters of agreement or ATS unit instructions.

4.3.2.1.2 Transfer of communications to the aerodromecontroller should be effected at such a point, level or time thatclearance to land or alternative instructions, as well asinformation on essential local traffic, can be issued in a timelymanner.

Note.— Even though there is an approach control unit,control of certain flights may be transferred directly from anACC to an aerodrome control tower and vice versa, by priorarrangement between the units concerned for the relevant partof approach control service to be provided by the ACC or theaerodrome control tower, as applicable.

4.3.2.1.3 Departing aircraft. Control of a departingaircraft shall be transferred from the unit providing aerodromecontrol service to the unit providing approach control service:

a) when visual meteorological conditions prevail in thevicinity of the aerodrome:

1) prior to the time the aircraft leaves the vicinity ofthe aerodrome,

2) prior to the aircraft entering instrument meteoro-logical conditions, or

3) when the aircraft is at a prescribed point or level,

as specified in letters of agreement or ATS unit instructions;

b) when instrument meteorological conditions prevail atthe aerodrome:

1) immediately after the aircraft is airborne, or

2) when the aircraft is at a prescribed point or level,

as specified in letters of agreement or local instructions.

Note.— See Note following 4.3.2.1.2.

4.3.3 Between a unit providing approachcontrol service and a unit providing

area control service

4.3.3.1 When area control service and approach controlservice are not provided by the same air traffic control unit,

responsibility for controlled flights shall rest with the unitproviding area control service except that a unit providingapproach control service shall be responsible for the controlof:

a) arriving aircraft that have been released to it by theACC;

b) departing aircraft until such aircraft are released to theACC.

4.3.3.2 A unit providing approach control service shallassume control of arriving aircraft, provided such aircraft havebeen released to it, upon arrival of the aircraft at the point,level or time agreed for transfer of control, and shall maintaincontrol during approach to the aerodrome.

4.3.4 Between two units providingarea control service

The responsibility for the control of an aircraft shall betransferred from a unit providing area control service in acontrol area to the unit providing area control service in anadjacent control area at the time of crossing the commoncontrol area boundary as estimated by the ACC having controlof the aircraft or at such other point, level or time as has beenagreed between the two units.

4.3.5 Between control sectors/positions withinthe same air traffic control unit

The responsibility for the control of an aircraft shall betransferred from one control sector/position to another controlsector/position within the same ATC unit at a point, level ortime, as specified in local instructions.

4.4 FLIGHT PLAN

4.4.1 Flight plan form

Note.— Procedures for the use of repetitive flight plans arecontained in Chapter 16, Section 16.4.

4.4.1.1 A flight plan form based on the model inAppendix 2 should be provided and should be used byoperators and air traffic services units for the purpose ofcompleting flight plans.

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Chapter 4. General Provisions for Air Traffic Services 4-3

Note.— A different form may be provided for use incompleting repetitive flight plan listings.

4.4.1.2 The flight plan form should be printed and shouldinclude an English text in addition to the language(s) of theState concerned.

Note.— The Model Flight Plan Form in Appendix 2 isprinted in English and one other of the languages of theOrganization for illustration purposes.

4.4.1.3 Operators and air traffic services units shouldcomply with the instructions for completion of the flight planform and the repetitive flight plan listing form given inAppendix 2.

Note.— The instructions for completing the flight planform given in Appendix 2 may be conveniently printed on theinside cover of flight plan form pads, or posted in briefingrooms.

4.4.1.4 An operator shall, prior to departure:

a) ensure that, where the flight is intended to operate ona route or in an area where a required navigationperformance (RNP) type is prescribed, the aircraft hasan appropriate RNP approval, and that all conditionsapplying to that approval will be satisfied; and

b) ensure that, where operation in reduced verticalseparation minimum (RVSM) airspace is planned, theaircraft has the required RVSM approval.

4.4.2 Submission of a flight plan

4.4.2.1 PRIOR TO DEPARTURE

4.4.2.1.1 Except when other arrangements have beenmade for submission of repetitive flight plans, a flight plansubmitted prior to departure should be submitted to the airtraffic services reporting office at the departure aerodrome. Ifno such unit exists at the departure aerodrome, the flight planshould be submitted to the unit serving or designated to servethe departure aerodrome.

4.4.2.1.2 In the event of a delay of 30 minutes in excessof the estimated off-block time for a controlled flight or adelay of one hour for an uncontrolled flight for which a flightplan has been submitted, the flight plan should be amended ora new flight plan submitted and the old flight plan cancelled,whichever is applicable.

4.4.2.2 DURING FLIGHT

4.4.2.2.1 A flight plan to be submitted during flightshould normally be transmitted to the ATS unit in charge of theFIR, control area, advisory area or advisory route in or onwhich the aircraft is flying, or in or through which the aircraftwishes to fly or to the aeronautical telecommunication stationserving the air traffic services unit concerned. When this is notpracticable, it should be transmitted to another ATS unit oraeronautical telecommunication station for retransmission asrequired to the appropriate air traffic services unit.

4.4.2.2.2 Where relevant, such as in respect of ATC unitsserving high- or medium-density airspace, the appropriate ATSauthority should prescribe conditions and/or limitations withrespect to the submission of flight plans during flight to ATCunits.

Note.— If the flight plan is submitted for the purpose ofobtaining air traffic control service, the aircraft is required towait for an air traffic control clearance prior to proceedingunder the conditions requiring compliance with air trafficcontrol procedures. If the flight plan is submitted for thepurpose of obtaining air traffic advisory service, the aircraft isrequired to wait for acknowledgment of receipt by the unitproviding the service.

4.4.3 Acceptance of a flight plan

The first ATS unit receiving a flight plan, or change thereto,shall:

a) check it for compliance with the format and dataconventions;

b) check it for completeness and, to the extent possible,for accuracy;

c) take action, if necessary, to make it acceptable to theair traffic services; and

d) indicate acceptance of the flight plan or changethereto, to the originator.

4.5 AIR TRAFFIC CONTROL CLEARANCES

4.5.1 Scope and purpose

4.5.1.1 Clearances are issued solely for expediting andseparating air traffic and are based on known traffic conditions

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which affect safety in aircraft operation. Such trafficconditions include not only aircraft in the air and on themanoeuvring area over which control is being exercised, butalso any vehicular traffic or other obstructions not permanentlyinstalled on the manoeuvring area in use.

4.5.1.2 If an air traffic control clearance is not suitable tothe pilot-in-command of an aircraft, the flight crew mayrequest and, if practicable, obtain an amended clearance.

4.5.1.3 The issuance of air traffic control clearances byair traffic control units constitutes authority for an aircraft toproceed only in so far as known air traffic is concerned. ATCclearances do not constitute authority to violate any applicableregulations for promoting the safety of flight operations or forany other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection witha possible violation of applicable rules and regulations.

4.5.1.4 ATC units shall issue such ATC clearances as arenecessary to prevent collisions and to expedite and maintain anorderly flow of air traffic.

4.5.1.5 ATC clearances must be issued early enough toensure that they are transmitted to the aircraft in sufficient timefor it to comply with them.

4.5.2 Aircraft subject to ATC for part of flight

4.5.2.1 When a flight plan specifies that the initialportion of a flight will be uncontrolled, and that the subsequentportion of the flight will be subject to ATC, the aircraft shallbe advised to obtain its clearance from the ATC unit in whosearea controlled flight will be commenced.

4.5.2.2 When a flight plan specifies that the first portionof a flight will be subject to ATC, and that the subsequentportion will be uncontrolled, the aircraft shall normally becleared to the point at which the controlled flight terminates.

4.5.3 Flights through intermediate stops

4.5.3.1 When an aircraft files, at the departureaerodrome, flight plans for the various stages of flight throughintermediate stops, the initial clearance limit will be the firstdestination aerodrome and new clearances shall be issued foreach subsequent portion of flight.

4.5.3.2 The flight plan for the second stage, and eachsubsequent stage, of a flight through intermediate stops will

become active for ATS and search and rescue (SAR) purposesonly when the appropriate ATS unit has received notificationthat the aircraft has departed from the relevant departureaerodrome, except as provided for in 4.5.3.3.

4.5.3.3 By prior arrangement between ATC units and theoperators, aircraft operating on an established schedule may ifthe proposed route of flight is through more than one controlarea, be cleared through intermediate stops within othercontrol areas but only after coordination between the ACCsconcerned.

4.5.4 Contents of clearances

4.5.4.1 Clearances shall contain positive and concise dataand shall, as far as practicable, be phrased in a standardmanner.

4.5.4.2 Clearances shall, except as provided for inChapter 6, Section 6.3.2, concerning standard departureclearances, contain the items specified in Chapter 11,11.4.2.5.2.1.

4.5.5 Departing aircraft

ACCs shall, except where procedures providing for the use ofstandard departure clearances have been implemented, forwarda clearance to approach control units or aerodrome controltowers with the least possible delay after receipt of requestmade by these units, or prior to such request if practicable.

4.5.6 En-route aircraft

4.5.6.1 GENERAL

4.5.6.1.1 An ATC unit may request an adjacent ATC unitto clear aircraft to a specified point during a specified period.

4.5.6.1.2 After the initial clearance has been issued to anaircraft at the point of departure, it will be the responsibility ofthe appropriate ATC unit to issue an amended clearancewhenever necessary and to issue traffic information, ifrequired.

4.5.6.1.3 When so requested by the flight crew, anaircraft shall be cleared for cruise climb whenever trafficconditions and coordination procedures permit. Such clearanceshall be for cruise climb either above a specified level orbetween specified levels.

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4.5.6.2 CLEARANCES RELATING TO

SUPERSONIC FLIGHT

4.5.6.2.1 Aircraft intending supersonic flight shall,whenever practicable, be cleared for the transonic accelerationphase prior to departure.

4.5.6.2.2 During the transonic and supersonic phases of aflight, amendments to the clearance should be kept to aminimum and must take due account of the operationallimitations of the aircraft in these flight phases.

4.5.7 Description of air traffic control clearances

4.5.7.1 CLEARANCE LIMIT

4.5.7.1.1 A clearance limit shall be described byspecifying the name of the appropriate significant point, oraerodrome, or controlled airspace boundary.

4.5.7.1.2 When prior coordination has been effected withunits under whose control the aircraft will subsequently come,or if there is reasonable assurance that it can be effected areasonable time prior to their assumption of control, theclearance limit shall be the destination aerodrome or, if notpracticable, an appropriate intermediate point, and coordi-nation shall be expedited so that a clearance to the destinationaerodrome may be issued as soon as possible.

4.5.7.1.3 If an aircraft has been cleared to anintermediate point in adjacent controlled airspace, theappropriate ATC unit will then be responsible for issuing, assoon as practicable, an amended clearance to the destinationaerodrome.

4.5.7.1.4 When the destination aerodrome is outsidecontrolled airspace, the ATC unit responsible for the lastcontrolled airspace through which an aircraft will pass shallissue the appropriate clearance for flight to the limit of thatcontrolled airspace.

4.5.7.2 ROUTE OF FLIGHT

4.5.7.2.1 The route of flight shall be detailed in eachclearance when deemed necessary. The phrase “cleared viaflight planned route” may be used to describe any route orportion thereof, provided the route or portion thereof isidentical to that filed in the flight plan and sufficient routingdetails are given to definitely establish the aircraft on its route.The phrases “cleared via (designation) departure” or “clearedvia (designation) arrival” may be used when standard

departure or arrival routes have been established by theappropriate ATS authority and published in AeronauticalInformation Publications (AIPs).

4.5.7.2.2 The phrase “cleared via flight planned route”shall not be used when granting a reclearance.

4.5.7.2.3 Subject to airspace constraints, ATC workloadand traffic density, and provided coordination can be effectedin a timely manner, an aircraft should whenever possible beoffered the most direct routing.

4.5.7.3 LEVELS

Except as provided for in Chapter 6, 6.3.2 and 6.5.1.5, use ofstandard departure and arrival clearances, instructions includedin clearances relating to levels shall consist of the itemsspecified in Chapter 11, 11.4.2.5.2.2.

4.5.7.4 CLEARANCE OF A REQUESTED CHANGE

IN FLIGHT PLAN

4.5.7.4.1 When issuing a clearance covering a requestedchange in route or level, the exact nature of the change shallbe included in the clearance.

4.5.7.4.2 When traffic conditions will not permitclearance of a requested change, the word “UNABLE” shall beused. When warranted by circumstances, an alternative routeor level should be offered.

4.5.7.4.3 When an alternative route is offered andaccepted by the flight crew under the procedures described in4.5.7.4.2, the amended clearance issued shall describe theroute to the point where it joins the previously cleared route,or, if the aircraft will not re-join the previous route, to thedestination.

4.5.7.5 READ-BACK OF CLEARANCES

4.5.7.5.1 The flight crew shall read back to the air trafficcontroller safety-related parts of ATC clearances and instruc-tions which are transmitted by voice. The following items shallalways be read back:

a) ATC route clearances;

b) clearances and instructions to enter, land on, take offfrom, hold short of, cross, taxi and backtrack on anyrunway; and

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c) runway-in-use, altimeter settings, SSR codes, levelinstructions, heading and speed instructions and,whether issued by the controller or contained in auto-matic terminal information service (ATIS) broadcasts,transition levels.

Note.— If the level of an aircraft is reported in relation tostandard pressure 1 013.2 hPa, the words “FLIGHT LEVEL”precede the level figures. If the level of the aircraft is reportedin relation to QNH/QFE, the figures are followed by the word“METRES” or “FEET”, as appropriate.

4.5.7.5.1.1 Other clearances or instructions, includingconditional clearances, shall be read back or acknowledged ina manner to clearly indicate that they have been understoodand will be complied with.

4.5.7.5.2 The controller shall listen to the read-back toascertain that the clearance or instruction has been correctlyacknowledged by the flight crew and shall take immediateaction to correct any discrepancies revealed by the read-back.

4.5.7.5.2.1 Unless specified by the appropriate ATSauthority, voice read-back of controller-pilot data link com-munications (CPDLC) messages shall not be required.

Note.— The procedures and provisions relating to theexchange and acknowledgement of CPDLC messages arecontained in Annex 10, Volume II and the PANS-ATM,Chapter 14.

4.6 HORIZONTAL SPEED CONTROL INSTRUCTIONS

4.6.1 General

4.6.1.1 In order to facilitate a safe and orderly flow oftraffic, aircraft may, subject to conditions specified by theappropriate authority, be instructed to adjust speed in aspecified manner. Flight crews should be given adequate noticeof planned speed control.

Note 1.— Application of speed control over a long periodof time may affect aircraft fuel reserves.

Note 2.— Provisions concerning longitudinal separationusing the Mach number technique are contained in Chapter 5,Separation methods and minima.

4.6.1.2 Speed control shall not be applied to aircraftentering or established in a holding pattern.

4.6.1.3 Speed adjustments should be limited to thosenecessary to establish and/or maintain a desired separationminimum or spacing. Instructions involving frequent changesof speed, including alternate speed increases and decreases,should be avoided.

4.6.1.4 The flight crew shall inform the ATC unitconcerned if at any time they are unable to comply with aspeed instruction. In such cases, the controller shall apply analternative method to achieve the desired spacing between theaircraft concerned.

4.6.1.5 At levels at or above 7 600 m (FL 250), speedadjustments should be expressed in multiples of 0.01 Mach; atlevels below 7 600 m (FL 250), speed adjustments should beexpressed in multiples of 20 km/h (10 knots) based onindicated airspeed (IAS).

Note 1.— Mach 0.01 equals approximately 11 km/h (6 kt)IAS at higher flight levels.

Note 2.— When an aircraft is heavily loaded and at a highlevel, its ability to change speed may, in cases, be very limited.

4.6.1.6 Aircraft shall be advised when a speed controlrestriction is no longer required.

4.6.2 Methods of application

4.6.2.1 In order to establish a desired spacing betweentwo or more successive aircraft, the controller should firsteither reduce the speed of the last aircraft, or increase thespeed of the lead aircraft, then adjust the speed(s) of the otheraircraft in order.

4.6.2.2 In order to maintain a desired spacing usingspeed control techniques, specific speeds need to be assignedto all the aircraft concerned.

Note 1.— The true airspeed (TAS) of an aircraft willdecrease during descent when maintaining a constant IAS.When two descending aircraft maintain the same IAS, and theleading aircraft is at the lower level, the TAS of the leadingaircraft will be lower than that of the following aircraft. Thedistance between the two aircraft will thus be reduced, unlessa sufficient speed differential is applied. For the purpose ofcalculating a desired speed differential between two

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succeeding aircraft, 11 km/h (6 kt) IAS per 300 m (1 000 ft)height difference may be used as a general rule. At levelsbelow 2 450 m (FL 80) the difference between IAS and TAS isnegligible for speed control purposes.

Note 2.— Time and distance required to achieve a desiredspacing will increase with higher levels, higher speeds, andwhen the aircraft is in a clean configuration.

4.6.3 Descending and arriving aircraft

4.6.3.1 An aircraft should, when practicable, beauthorized to absorb a period of notified terminal delay bycruising at a reduced speed for the latter portion of its flight.

4.6.3.2 An arriving aircraft may be instructed to maintainits “maximum speed”, “minimum clean speed”, “minimumspeed”, or a specified speed.

Note.— “Minimum clean speed” signifies the minimumspeed at which an aircraft can be flown in a cleanconfiguration, i.e. without deployment of lift-augmentationdevices, speed brakes or landing gear.

4.6.3.3 Speed reductions to less than 460 km/h(250 knots) IAS for turbojet aircraft during initial descent fromcruising level should be applied only with the concurrence ofthe flight crew.

4.6.3.4 Instructions for an aircraft to simultaneouslymaintain a high rate of descent and reduce its speed should beavoided as such manoeuvres are normally not compatible. Anysignificant speed reduction during descent may require theaircraft to temporarily level off to reduce speed beforecontinuing descent.

4.6.3.5 Arriving aircraft should be permitted to operate ina clean configuration for as long as possible. Below 4 550 m(FL 150), speed reductions for turbojet aircraft to not less than410 km/h (220 knots) IAS, which will normally be very closeto the minimum speed of turbojet aircraft in a cleanconfiguration, may be used.

4.6.3.6 Only minor speed reductions not exceedingplus/minus 40 km/h (20 knots) IAS should be used for aircrafton intermediate and final approach.

4.6.3.7 Speed control should not be applied to aircraftafter passing a point 7 km (4 NM) from the threshold on finalapproach.

4.7 VERTICAL SPEED CONTROLINSTRUCTIONS

4.7.1 General

4.7.1.1 In order to facilitate a safe and orderly flow oftraffic, aircraft may be instructed to adjust rate of climb or rateof descent. Vertical speed control may be applied between twoclimbing aircraft or two descending aircraft in order toestablish or maintain a specific vertical separation minimum.

4.7.1.2 Vertical speed adjustments should be limited tothose necessary to establish and/or maintain a desiredseparation minimum. Instructions involving frequent changesof climb/descent rates should be avoided.

4.7.1.3 The flight crew shall inform the ATC unitconcerned if unable, at any time, to comply with a specifiedrate of climb or descent. In such cases, the controller shallapply an alternative method to achieve an appropriateseparation minimum between aircraft, without delay.

4.7.1.4 Aircraft shall be advised when a rate ofclimb/descent restriction is no longer required.

4.7.2 Methods of application

4.7.2.1 An aircraft may be instructed to expedite climb ordescent as appropriate to or through a specified level, or maybe instructed to reduce its rate of climb or rate of descent.

4.7.2.2 Climbing aircraft may be instructed to maintain aspecified rate of climb, a rate of climb equal to or greater thana specified value or a rate of climb equal to or less than aspecified value.

4.7.2.3 Descending aircraft may be instructed to maintaina specified rate of descent, a rate of descent equal to or greaterthan a specified value or a rate of descent equal to or less thana specified value.

4.7.2.4 In applying vertical speed control, the controllershould ascertain to which level(s) climbing aircraft can sustaina specified rate of climb or, in the case of descending aircraft,the specified rate of descent which can be sustained, and shallensure that alternative methods of maintaining separation canbe applied in a timely manner, if required.

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Note.— Controllers need to be aware of aircraft perform-ance characteristics and limitations in relation to asimultaneous application of horizontal and vertical speedlimitations.

4.8 CHANGE FROM IFR TO VFR FLIGHT

4.8.1 Change from instrument flight rules (IFR) flight tovisual flight rules (VFR) flight is only acceptable when amessage initiated by the pilot-in-command containing thespecific expression “CANCELLING MY IFR FLIGHT”,together with the changes, if any, to be made to the currentflight plan, is received by an air traffic services unit. Noinvitation to change from IFR flight to VFR flight is to bemade either directly or by inference.

4.8.2 No reply, other than the acknowledgment “IFRFLIGHT CANCELLED AT ... (time)”, should normally bemade by an air traffic services unit.

4.8.3 When an ATS unit is in possession of informationthat instrument meteorological conditions are likely to beencountered along the route of flight, a pilot changing fromIFR flight to VFR flight should, if practicable, be so advised.

Note.— See Chapter 11, 11.4.3.2.1.

4.8.4 An ATC unit receiving notification of an aircraft’sintention to change from IFR to VFR flight shall, as soon aspracticable thereafter, so inform all other ATS units to whomthe IFR flight plan was addressed, except those units throughwhose regions or areas the flight has already passed.

4.9 WAKE TURBULENCE CATEGORIES

Note.— The term “wake turbulence” is used in this contextto describe the effect of the rotating air masses generatedbehind the wing tips of large jet aircraft, in preference to theterm “wake vortex” which describes the nature of the airmasses. Detailed characteristics of wake vortices and theireffect on aircraft are contained in the Air Traffic ServicesPlanning Manual (Doc 9426), Part II, Section 5.

4.9.1 Wake turbulence categories of aircraft

4.9.1.1 Wake turbulence separation minima shall bebased on a grouping of aircraft types into three categoriesaccording to the maximum certificated take-off mass asfollows:

a) HEAVY (H) — all aircraft types of 136 000 kg ormore;

b) MEDIUM (M) — aircraft types less than 136 000 kgbut more than 7 000 kg; and

c) LIGHT (L) — aircraft types of 7 000 kg or less.

4.9.1.2 Helicopters should be kept well clear of lightaircraft when hovering or while air taxiing.

Note 1.— Helicopters produce vortices when in flight andthere is some evidence that, per kilogramme of gross mass,their vortices are more intense than those of fixed-wingaircraft.

Note 2.— The provisions governing wake turbulence non-radar and radar separation minima are set forth in Chapter 5,Section 5.8 and Chapter 8, Section 8.7.4, respectively.

4.9.2 Indication of heavy wake turbulence category

For aircraft in the heavy wake turbulence category the word“Heavy” shall be included immediately after the aircraft callsign in the initial radiotelephony contact between such aircraftand ATS units.

Note.— Wake turbulence categories are specified in theinstructions for completing Item 9 of the flight plan inAppendix 2.

4.10 ALTIMETER SETTING PROCEDURES

4.10.1 Expression of vertical position of aircraft

4.10.1.1 For flights in the vicinity of aerodromes andwithin terminal control areas the vertical position of aircraftshall, except as provided for in 4.10.1.2, be expressed in termsof altitudes at or below the transition altitude and in terms offlight levels at or above the transition level. While passingthrough the transition layer, vertical position shall be expressedin terms of flight levels when climbing and in terms ofaltitudes when descending.

4.10.1.2 When an aircraft which has been givenclearance to land is completing its approach using atmosphericpressure at aerodrome elevation (QFE), the vertical position ofthe aircraft shall be expressed in terms of height aboveaerodrome elevation during that portion of its flight for which

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QFE may be used, except that it shall be expressed in terms ofheight above runway threshold elevation:

a) for instrument runways, if the threshold is 2 metres(7 feet) or more below the aerodrome elevation, and

b) for precision approach runways.

4.10.1.3 For flights en route the vertical position ofaircraft shall be expressed in terms of:

a) flight levels at or above the lowest usable flight level;

b) altitudes below the lowest usable flight level;

except where, on the basis of regional air navigationagreements, a transition altitude has been established for aspecified area, in which case the provisions of 4.10.1.1 shallapply.

4.10.2 Determination of the transition level

4.10.2.1 The appropriate ATS unit shall establish thetransition level to be used in the vicinity of the aerodrome(s)concerned and, when relevant, the terminal control area(TMA) concerned, for the appropriate period of time on thebasis of QNH (altimeter sub-scale setting to obtain elevationwhen on the ground) reports and forecast mean sea levelpressure, if required.

4.10.2.2 The transition level shall be the lowest flightlevel available for use above the transition altitude establishedfor the aerodrome(s) concerned. Where a common transitionaltitude has been established for two or more aerodromeswhich are so closely located as to require coordinatedprocedures, the appropriate ATS units shall establish acommon transition level to be used at any given time in thevicinity of the aerodrome and, when relevant, in the TMAconcerned.

Note.— See 4.10.3.2 regarding the determination of thelowest usable flight level(s) for control areas.

4.10.3 Minimum cruising level for IFR flights

4.10.3.1 Except when specifically authorized by theappropriate authority, cruising levels below the minimumflight altitudes established by the State shall not be assigned.

4.10.3.2 ATC units shall, when circumstances warrant it,determine the lowest usable flight level or levels for the whole

or parts of the control area for which they are responsible, anduse it when assigning flight levels and pass it to pilots onrequest.

Note 1.— Unless otherwise prescribed by the Stateconcerned, the lowest usable flight level is that flight levelwhich corresponds to, or is immediately above, the establishedminimum flight altitude.

Note 2.— The portion of a control area for which aparticular lowest usable flight level applies is determined inaccordance with air traffic services requirements.

Note 3.— The objectives of the air traffic control serviceas prescribed in Annex 11 do not include prevention ofcollision with terrain. The procedures prescribed in thisdocument do not relieve pilots of their responsibility to ensurethat any clearances issued by air traffic control units are safein this respect. When an IFR flight is vectored by radar or isgiven a direct routing which takes the aircraft off an ATSroute, the procedures in Chapter 8, 8.6.5.2 apply.

4.10.4 Provision of altimeter setting information

4.10.4.1 Appropriate ATS units shall at all times haveavailable for transmission to aircraft in flight, on request, theinformation required to determine the lowest flight level whichwill ensure adequate terrain clearance on routes or segments ofroutes for which this information is required.

Note.— If so prescribed on the basis of regional airnavigation agreements, this information may consist ofclimatological data.

4.10.4.2 Flight information centres and ACCs shall haveavailable for transmission to aircraft on request an appropriatenumber of QNH reports or forecast pressures for the FIRs andcontrol areas for which they are responsible, and for thoseadjacent.

4.10.4.3 The flight crew shall be provided with thetransition level in due time prior to reaching it during descent.This may be accomplished by voice communications, ATISbroadcast or data link.

4.10.4.4 The transition level shall be included inapproach clearances when so prescribed by the appropriateauthority or requested by the pilot.

4.10.4.5 A QNH altimeter setting shall be included in thedescent clearance when first cleared to an altitude below thetransition level, in approach clearances or clearances to enterthe traffic circuit, and in taxi clearances for departing aircraft,

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except when it is known that the aircraft has already receivedthe information.

4.10.4.6 A QFE altimeter setting shall be provided toaircraft on request or on a regular basis in accordance withlocal arrangements; it shall be the QFE for the aerodromeelevation except for:

a) non-precision approach runways, if the threshold is2 metres (7 feet) or more below the aerodromeelevation, and

b) precision approach runways,

in which cases the QFE for the relevant runway threshold shallbe provided.

4.10.4.7 Altimeter settings provided to aircraft shall berounded down to the nearest lower whole hectopascal.

Note 1.— Unless otherwise prescribed by the Stateconcerned, the lowest usable flight level is that flight levelwhich corresponds to, or is immediately above, the establishedminimum flight altitude.

Note 2.— The portion of a control area for which aparticular lowest usable flight level applies is determined inaccordance with air traffic services requirements.

Note 3.— See Foreword, Note 2 to paragraph 2.1.

4.11 POSITION REPORTING

4.11.1 Transmission of position reports

4.11.1.1 On routes defined by designated significantpoints, position reports shall be made by the aircraft whenover, or as soon as possible after passing, each designatedcompulsory reporting point, except as provided in 4.11.1.3.Additional reports over other points may be requested by theappropriate ATS unit.

4.11.1.2 On routes not defined by designated significantpoints, position reports shall be made by the aircraft as soon aspossible after the first half hour of flight and at hourly intervalsthereafter, except as provided in 4.11.1.3. Additional reports atshorter intervals of time may be requested by the appropriateATS unit.

4.11.1.3 Under conditions specified by the appropriateATS authority, flights may be exempted from the requirement

to make position reports at each designated compulsoryreporting point or interval. In applying this, account should betaken of the meteorological requirement for the making andreporting of routine aircraft observations.

Note.— This is intended to apply in cases where adequateflight progress data are available from other sources, e.g.radar (see, Chapter 8, 8.6.4.4), and in other circumstanceswhere the omission of routine reports from selected flights isfound to be acceptable.

4.11.1.4 The position reports required by 4.11.1.1 and4.11.1.2 shall be made to the ATS unit serving the airspace inwhich the aircraft is operated. In addition, when so prescribedby the appropriate ATS authority in aeronautical informationpublications or requested by the appropriate ATS unit, the lastposition report before passing from one FIR or control area toan adjacent FIR or control area shall be made to the ATS unitserving the airspace about to be entered.

4.11.1.5 If a position report is not received at theexpected time, subsequent control shall not be based on theassumption that the estimated time is accurate. Immediateaction shall be taken to obtain the report if it is likely to haveany bearing on the control of other aircraft.

4.11.2 Contents of voice position reports

4.11.2.1 The position reports required by 4.11.1.1 and4.11.1.2 shall contain the following elements of information,except that elements (4), (5) and (6) may be omitted fromposition reports transmitted by radiotelephony, when soprescribed on the basis of regional air navigation agreements:

1) aircraft identification

2) position

3) time

4) flight level or altitude, including passing level andcleared level if not maintaining the cleared level

5) next position and time over

6) ensuing significant point.

4.11.2.1.1 Element (4), flight level or altitude, shall,however, be included in the initial call after changing to a newradio frequency.

4.11.2.2 When assigned a speed to maintain, the flightcrew shall include this speed in their position reports. The

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assigned speed shall also be advised on first contact with anATC unit after a frequency change, whether or not a fullposition report is required.

Note.— Omission of element (4) may be possible whenflight level or altitude, as appropriate, derived from SSRMode C information can be made continuously available tocontrollers in labels associated with the radar positionindication of aircraft and when adequate procedures havebeen developed to guarantee the safe and efficient use of SSRMode C information.

4.11.3 Transmission of ADS reports

The position reports shall be made automatically to the ATSunit serving the airspace in which the aircraft is operating. Therequirements for the transmission and contents of automaticdependent surveillance (ADS) reports shall be established bythe controlling ATC unit on the basis of current operationalconditions and communicated to the aircraft and acknowl-edged through an ADS agreement.

4.11.4 Contents of ADS reports

4.11.4.1 ADS reports shall be composed of data blocksselected from the following:

a) Aircraft Identification

b) Basic ADSlatitudelongitudealtitudetimefigure of merit

c) Ground vectortrackground speedrate of climb or descent

d) Air vectorheadingMach or IASrate of climb or descent

e) Projected profilenext waypointestimated altitude at next waypointestimated time at next waypoint(next + 1) waypoint

estimated altitude at (next + 1) waypointestimated time at (next + 1) waypoint

f) Meteorological informationwind speedwind directionwind quality flagtemperatureturbulence (if available)humidity (if available)

g) Short-term intentlatitude at projected intent pointlongitude at projected intent pointaltitude at projected intent pointtime of projection

If an altitude, track or speed change is predicted tooccur between the aircraft’s current position and theprojected intent point, additional information would beprovided in an intermediate intent block as follows:

distance from current point to change pointtrack from current point to change pointaltitude at change pointpredicted time to change point

h) Extended projected profile (in response to aninterrogation from the ground system)next waypointestimated altitude at next waypointestimated time at next waypoint(next + 1) waypointestimated altitude at (next + 1) waypointestimated time at (next + 1) waypoint(next + 2) waypointestimated altitude at (next + 2) waypointestimated time at (next + 2) waypoint[repeated for up to (next + 128) waypoints]

Note. — The specifications for the elements in themeteorological information data block, including their rangesand resolutions, are shown in Appendix 3 to Annex 3.

4.11.4.2 The basic ADS data block shall be requiredfrom all ADS-equipped aircraft. Remaining ADS data blocksshall be included as necessary. In addition to any requirementsconcerning its transmission for ATS purposes, data block f)(Meteorological information) shall be transmitted in accord-ance with Annex 3, 5.4.1. ADS emergency and/or urgencyreports shall include the emergency and/or urgency status inaddition to the relevant ADS report information.

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4.12 REPORTING OF OPERATIONAL ANDMETEOROLOGICAL INFORMATION

4.12.1 General

4.12.1.1 When operational and/or routine meteorologicalinformation is to be reported by an aircraft en route at pointsor times where position reports are required in accordancewith 4.11.1.1 and 4.11.1.2, the position report shall be given inthe form of a routine air-report. Special aircraft observationsshall be reported as special air-reports. All air-reports shall bereported as soon as is practicable.

4.12.1.2 When ADS is being applied, routine air-reportsshall be made in accordance with 4.11.4.2.

4.12.2 Contents of routine air-reports

4.12.2.1 Routine air-reports transmitted by voice or datalink, when ADS is not being applied, shall give informationrelating to such of the following elements as are necessary forcompliance with 4.12.2.2:

Section 1.— Position information:

1) aircraft identification2) position3) time4) flight level or altitude5) next position and time over6) ensuing significant point

Section 2.— Operational information:

7) estimated time of arrival8) endurance

Section 3.— Meteorological information:

9) air temperature10) wind direction11) wind speed12) turbulence13) aircraft icing14) humidity (if available).

4.12.2.2 Section 1 of the air-report is obligatory, exceptthat elements (5) and (6) thereof may be omitted when soprescribed on the basis of regional air navigation agreements.Section 2 of the air-report, or a portion thereof, shall only betransmitted when so requested by the operator or a designated

representative, or when deemed necessary by the pilot-in-command. Section 3 of the air-report shall be transmitted inaccordance with Annex 3, 5.4.2.

Note.— While element (4), flight level or altitude, may, inaccordance with 4.11.2.1, be omitted from the contents of aposition report transmitted by radiotelephony when soprescribed on the basis of regional air navigation agreements,that element may not be omitted from Section 1 of an air-report.

4.12.3 Contents of special air-reports

4.12.3.1 Special air-reports shall be made by all aircraftwhenever the following conditions are encountered orobserved:

a) severe turbulence; or

b) severe icing; or

c) severe mountain wave; or

d) thunderstorms, without hail that are obscured,embedded, widespread or in squall-lines; or

e) thunderstorms, with hail that are obscured, embedded,widespread or in squall-lines; or

f) heavy dust storm or heavy sandstorm; or

g) volcanic ash cloud; or

h) pre-eruption volcanic activity or a volcanic eruption.

Note.— Pre-eruption volcanic activity in this contextmeans unusual and/or increasing volcanic activity which couldpresage a volcanic eruption.

In addition, in the case of transonic and supersonic flight:

i) moderate turbulence; or

j) hail; or

k) cumulonimbus clouds.

4.12.3.2 When air-ground data link is used, special air-reports shall contain the following elements:

message type designatoraircraft identification

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Data block 1:

latitudelongitudepressure-altitudetime

Data block 2:

wind directionwind speedtemperatureturbulence (if available)humidity (if available)

Data block 3:

Condition prompting the issuance of the special air-report;to be selected from the list a) to k) presented under4.12.3.1.

4.12.3.3 When voice communications are used, specialair-reports shall contain the following elements:

Message type designator

Section 1.— Position information

1) aircraft identification2) position3) time4) flight level or altitude

Section 3.— Meteorological information

5) Condition prompting the issuance of the special air-report, to be selected from the list a) to k) presentedunder 4.12.3.1.

4.12.4 Compilation and transmission of air-reportsby voice communications

4.12.4.1 Forms based on the model AIREP/AIREPSPECIAL form at Appendix 1 shall be provided for the use offlight crews in compiling the reports. The detailed instructionsfor reporting, as given at Appendix 1, shall be complied with.

4.12.4.2 The detailed instructions, including the formatsof messages and the phraseologies given at Appendix 1, shallbe used by flight crews when transmitting air-reports and byair traffic services units when retransmitting such reports.

Note.— Increasing use of air-reports in automated systemsmakes it essential that the elements of such reports betransmitted in the order and form prescribed.

4.12.5 Recording of special air-reportsof volcanic activity

Special air-reports containing observations of volcanic activityshall be recorded on the special air-report of volcanic activityform. Forms based on the model form for special air-reports ofvolcanic activity at Appendix 1 shall be provided for flightcrews operating on routes which could be affected by volcanicash clouds.

Note.— The recording and reporting instructions mayconveniently be printed on the back of the special air-report ofvolcanic activity form.

4.12.6 Forwarding of meteorological information

4.12.6.1 When receiving ADS reports which contain ameteorological information block, air traffic services unitsshall relay the basic ADS and meteorological informationblocks without delay to the world area forecast centres(WAFCs).

4.12.6.2 When receiving special air-reports by data linkcommunications, air traffic services units shall forward themwithout delay to their associated meteorological watch officeand the WAFCs.

4.12.6.3 When receiving air-reports by voice communi-cations, air traffic services units shall forward them withoutdelay to their associated meteorological watch offices. In thecase of routine air-reports which contain a Section 3, the airtraffic services unit shall forward Section 1, sub-items 1 to 3and Section 3.

4.13 PRESENTATION AND UPDATING OFFLIGHT PLAN AND CONTROL DATA

4.13.1 General

The appropriate authority shall establish provisions andprocedures for the presentation to controllers, and subsequentupdating, of flight plan and control data for all flights being

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provided with a service by an ATS unit. Provision shall also bemade for the presentation of any other information required ordesirable for the provision of ATS.

4.13.2 Information and data to be presented

4.13.2.1 Sufficient information and data shall bepresented in such a manner as to enable the controller to havea complete representation of the current air traffic situationwithin the controller’s area of responsibility and, whenrelevant, movements on the manoeuvring area of aerodromes.The presentation shall be updated in accordance with theprogress of aircraft, in order to facilitate the timely detectionand resolution of conflicts as well as to facilitate and providea record of coordination with adjacent ATS units and controlsectors.

4.13.2.2 An appropriate representation of the airspaceconfiguration, including significant points and informationrelated to such points, shall be provided. Data to be presentedshall include relevant information from flight plans andposition reports as well as clearance and coordination data.The information display may be generated and updatedautomatically, or the data may be entered and updated byauthorized personnel.

4.13.2.3 Requirements regarding other information to bedisplayed, or to be available for display, shall be specified bythe appropriate authority.

4.13.3 Presentation of information and data

4.13.3.1 The required flight plan and control data may bepresented through the use of paper flight progress strips orelectronic flight progress strips, by other electronic presen-tation forms or by a combination of presentation methods.

4.13.3.2 The method(s) of presenting information anddata shall be in accordance with Human Factors principles. Alldata, including data related to individual aircraft, shall bepresented in a manner minimizing the potential for mis-interpretation or misunderstanding.

4.13.3.3 Means and methods for manually entering datain ATC automation systems shall be in accordance withHuman Factors principles.

4.13.3.4 When flight progress strips (FPS) are used, thereshould be at least one individual FPS for each flight. Thenumber of FPS for individual flights shall be sufficient to meet

the requirements of the ATS unit concerned. Procedures forannotating data and provisions specifying the types of data tobe entered on FPS, including the use of symbols, shall bespecified by the appropriate ATS authority.

Note.— Guidance material on the use of paper FPS iscontained in the Air Traffic Services Planning Manual(Doc 9426).

4.13.3.5 Data generated automatically shall be presentedto the controller in a timely manner. The presentation ofinformation and data for individual flights shall continue untilsuch time as the data is no longer required for the purpose ofproviding control, including conflict detection and thecoordination of flights, or until terminated by the controller.

4.13.4 Recording and retention of data for investigative purposes

Paper FPS shall be retained for a period of at least 30 days.Electronic flight progress and coordination data shall berecorded and retained for at least the same period of time.

4.14 FAILURE OR IRREGULARITY OFSYSTEMS AND EQUIPMENT

ATC units shall immediately report in accordance with localinstructions any failure or irregularity of communication,navigation and surveillance systems or any other safety-significant systems or equipment which could adversely affectthe safety or efficiency of flight operations and/or theprovision of air traffic control service.

4.15 DATA LINK COMMUNICATIONSINITIATION PROCEDURES

4.15.1 Before entering an airspace where data linkapplications are required by the ATS unit, data linkcommunications shall be initiated between the aircraft and theATS unit in order to register the aircraft and, when necessary,allow the start of a data link application. This shall be initiatedby the aircraft, either automatically or by the pilot, or by theATS unit on address forwarding.

Note.— Guidance material relating to the Data LinkInitiation Capability (DLIC) can be found in the Manual of AirTraffic Services Data Link Applications (Doc 9694).

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4.15.1.1 The DLIC address associated with an ATS unitshall be published in Aeronautical Information Publications.

Note.— A given FIR may have multiple DLIC addresses;and more than one FIR may share the same DLIC address.

4.15.2 Aircraft initiation

Whenever the pilot or the aircraft initiates data linkcommunication procedures, an initiation message shall be sent.Except when the initiation message is corrupted, it shall not berejected by the ATS unit.

4.15.3 ATS unit forwarding

Where the ground system initially contacted by the aircraft isable to pass the necessary aircraft address information toanother ATS unit, it shall pass the aircraft updated groundaddressing information for data link applications previouslycoordinated in sufficient time to permit the establishment ofdata link communications.

4.15.4 Failure

In the case of an initiation failure, the originator of the datalink initiation process shall be informed.

1/11/01

CHAPTER 5. SEPARATION METHODS AND MINIMA

5.1 INTRODUCTION

Note 1.— With the exceptions stated below, Chapter 5contains procedures and non-radar separation minima for usein the separation of aircraft in the en route phase as well asaircraft in the arrival and departure phases of flight.

Note. 2.— Procedures and separation minima applicableto approaches to parallel runways are contained in Chapter 6.Procedures and separation minima applicable in the provisionof aerodrome control service are contained in Chapter 7 andprocedures and separation minima applicable to the use ofradar are contained in Chapter 8.

5.2 GENERAL PROVISIONS FOR THESEPARATION OF CONTROLLED TRAFFIC

5.2.1 Vertical or horizontal separation shall be provided:

a) between all flights in Class A and B airspaces;

b) between IFR flights in Class C, D and E airspaces;

c) between IFR flights and VFR flights in Class Cairspace;

d) between IFR flights and special VFR flights; and

e) between special VFR flights, when so prescribed bythe appropriate ATS authority;

except, for the cases under b) above in airspace Classes D andE, during the hours of daylight when flights have been clearedto climb or descend subject to maintaining own separation andremaining in visual meteorological conditions. Conditionsapplicable to the use of this procedure are contained inSection 5.9.

5.2.1.1 No clearance shall be given to execute anymanoeuvre that would reduce the spacing between two aircraftto less than the separation minimum applicable in thecircumstances.

5.2.1.2 Larger separations than the specified minimashould be applied whenever exceptional circumstances such as

unlawful interference or navigational difficulties call for extraprecautions. This should be done with due regard to allrelevant factors so as to avoid impeding the flow of air trafficby the application of excessive separations.

Note — Unlawful interference with an aircraft constitutesa case of exceptional circumstances which might require theapplication of separations larger than the specified minima,between the aircraft being subjected to unlawful interferenceand other aircraft.

5.2.1.3 Where the type of separation or minimum used toseparate two aircraft cannot be maintained, another type ofseparation or another minimum shall be established prior tothe time when the current separation minimum would beinfringed.

5.2.2 Degraded aircraft performance

Whenever, as a result of failure or degradation of navigation,communications, altimetry, flight control or other systems,aircraft performance is degraded below the level required forthe airspace in which it is operating, the flight crew shalladvise the ATC unit concerned without delay. Where thefailure or degradation affects the separation minimumcurrently being employed, the controller shall take action toestablish another appropriate type of separation or separationminimum.

5.3 VERTICAL SEPARATION

5.3.1 Vertical separation application

Vertical separation is obtained by requiring aircraft usingprescribed altimeter setting procedures to operate at differentlevels expressed in terms of flight levels or altitudes inaccordance with the provisions in Chapter 4, Section 4.10.

5.3.2 Vertical separation minimum

The vertical separation minimum (VSM) shall be:

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1/11/0128/11/02No. 1

a) a nominal 300 m (1 000 ft) below FL 290 and anominal 600 m (2 000 ft) at or above this level, exceptas provided for in b) below; and

b) within designated airspace, subject to a regional airnavigation agreement: a nominal 300 m (1 000 ft)below FL 410 or a higher level where so prescribed foruse under specified conditions, and a nominal 600 m(2 000 ft) at or above this level.

Note.— Guidance material relating to vertical separationis contained in the Manual on Implementation of a 300 m(1 000 ft) Vertical Separation Minimum Between FL 290 andFL 410 Inclusive (Doc 9574).

5.3.3 Assignment of cruising levels forcontrolled flights

5.3.3.1 Except when traffic conditions and coordinationprocedures permit authorization of cruise climb, an ATC unitshall normally authorize only one level for an aircraft beyondits control area, i.e. that level at which the aircraft will enterthe next control area whether contiguous or not. It is theresponsibility of the accepting ATC unit to issue clearance forfurther climb as appropriate. When relevant, aircraft will beadvised to request en route any cruising level changes desired.

5.3.3.2 Aircraft authorized to employ cruise climb tech-niques shall be cleared to operate between two levels or abovea level.

5.3.3.3 If it is necessary to change the cruising level ofan aircraft operating along an established ATS route extendingpartly within and partly outside controlled airspace and wherethe respective series of cruising levels are not identical, thechange shall, whenever possible, be effected within controlledairspace.

5.3.3.4 When an aircraft has been cleared into a controlarea at a cruising level which is below the establishedminimum cruising level for a subsequent portion of the route,the ATC unit responsible for the area should issue a revisedclearance to the aircraft even though the pilot has notrequested the necessary cruising level change.

5.3.3.5 An aircraft may be cleared to change cruisinglevel at a specified time, place or rate.

Note.— See Chapter 5, 5.3.4.1.1 concerning proceduresfor vertical speed control.

5.3.3.6 In so far as practicable, cruising levels of aircraftflying to the same destination shall be assigned in a mannerthat will be correct for an approach sequence at destination.

5.3.3.7 An aircraft at a cruising level shall normally havepriority over other aircraft requesting that cruising level. Whentwo or more aircraft are at the same cruising level, the pre-ceding aircraft shall normally have priority.

5.3.3.8 The cruising levels, or, in the case of cruiseclimb, the range of levels, to be assigned to controlled flightsshall be selected from those allocated to IFR flights in:

a) the tables of cruising levels in Appendix 3 of Annex 2;or

b) a modified table of cruising levels, when so prescribedin accordance with Appendix 3 of Annex 2 for flightsabove flight level 410;

except that the correlation of levels to track as prescribedtherein shall not apply whenever otherwise indicated in airtraffic control clearances or specified by the appropriate ATSauthority in AIPs.

5.3.4 Vertical separation during climb or descent

5.3.4.1 An aircraft may be cleared to a level previouslyoccupied by another aircraft after the latter has reportedvacating it, except when:

a) severe turbulence is known to exist;

b) the higher aircraft is effecting a cruise climb; or

c) the difference in aircraft performance is such that lessthan the applicable separation minimum may result;

in which case such clearance shall be withheld until theaircraft vacating the level has reported at or passing anotherlevel separated by the required minimum.

5.3.4.1.1 When the aircraft concerned are entering orestablished in the same holding pattern, consideration shall begiven to aircraft descending at markedly different rates and, ifnecessary, additional measures such as specifying a maximumdescent rate for the higher aircraft and a minimum descent ratefor the lower aircraft, should be applied to ensure that therequired separation is maintained.

5.3.4.2 Pilots in direct communication with each othermay, with their concurrence, be cleared to maintain a specifiedvertical separation between their aircraft during ascent ordescent.

24/11/05No. 4

Chapter 5. Separation Methods and Minima 5-3

5.4 HORIZONTAL SEPARATION

Note 1.— Nothing in the provisions detailed in Sections5.4.1 and 5.4.2 hereunder precludes a State from establishing:

a) other minima for use in circumstances not prescribed;or

b) additional conditions to those prescribed for the use ofa given minimum;

provided that the level of safety inherent in the provisionsdetailed in Sections 5.4.1 and 5.4.2 hereunder is at all timesassured.

Note 2.— Details on track spacing between parallel routesare provided in Annex 11, Attachments A and B.

Note 3.— Attention is drawn to the following guidancematerial:

a) Air Traffic Services Planning Manual (Doc 9426);

b) Manual on Airspace Planning Methodology for theDetermination of Separation Minima (Doc 9689); and

c) Manual on Required Navigation Performance (RNP)(Doc 9613).

Note 4.— Provisions concerning reductions in separationminima are contained in Section 5.11 and in Chapter 2, ATSsafety management.

5.4.1 Lateral separation

5.4.1.1 LATERAL SEPARATION APPLICATION

5.4.1.1.1 Lateral separation shall be applied so that thedistance between those portions of the intended routes forwhich the aircraft are to be laterally separated is never lessthan an established distance to account for navigationalinaccuracies plus a specified buffer. This buffer shall bedetermined by the appropriate authority and included in thelateral separation minima as an integral part thereof.

Note.— In the minima specified in 5.4.1.2 an appropriatebuffer has already been included.

5.4.1.1.2 Lateral separation of aircraft is obtained byrequiring operation on different routes or in different geo-graphical locations as determined by visual observation, by theuse of navigation aids or by the use of area navigation (RNAV)equipment.

5.4.1.1.3 When information is received indicatingnavigation equipment failure or deterioration below the navi-gation performance requirements, ATC shall then, as required,apply alternative separation methods or minima.

5.4.1.2 LATERAL SEPARATION CRITERIA AND MINIMA

5.4.1.2.1 Means by which lateral separation may beapplied include the following:

5.4.1.2.1.1 By reference to the same or differentgeographic locations. By position reports which positivelyindicate the aircraft are over different geographic locations asdetermined visually or by reference to a navigation aid (seeFigure 5-1).

5.4.1.2.1.2 By use of the same navigation aid or method.By requiring aircraft to fly on specified tracks which areseparated by a minimum amount appropriate to the navigationaid or method employed. Lateral separation between twoaircraft exists when:

a) VOR: both aircraft are established on radials divergingby at least 15 degrees and at least one aircraft is at adistance of 28 km (15 NM) or more from the facility(see Figure 5-2);

b) NDB: both aircraft are established on tracks to or fromthe NDB which are diverging by at least 30 degreesand at least one aircraft at a distance of 28 km (15 NM)or more from the facility (see Figure 5-3);

c) dead reckoning (DR): both aircraft are established ontracks diverging by at least 45 degrees and at least oneaircraft is at a distance of 28 km (15 NM) or morefrom the point of intersection of the tracks, this pointbeing determined either visually or by reference to anavigation aid and both aircraft are establishedoutbound from the intersection (see Figure 5-4); or

d) RNAV operations: both aircraft are established ontracks which diverge by at least 15 degrees and theprotected airspace associated with the track of oneaircraft does not overlap with the protected airspaceassociated with the track of the other aircraft. This isdetermined by applying the angular difference betweentwo tracks and the appropriate protected airspacevalue. The derived value is expressed as a distancefrom the intersection of the two tracks at which lateralseparation exists.

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1/11/0128/11/02No. 1

Figure 5-1. Using same or different geographic locations (see 5.4.1.2.1.1)

Figure 5-2. Separation using the same VOR (see 5.4.1.2.1.2 a))

28 km (15 NM)

15°VOR

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1/11/0128/11/02No. 1

Figure 5-3. Separation using the same NDB (see 5.4.1.2.1.2 b))

Figure 5-4. Separation using dead reckoning (see 5.4.1.2.1.2 c))

28 km (15 NM)

30°

NDB

28 km (15 NM)

45°

Fix

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1/11/0128/11/02No. 1

5.4.1.2.1.2.1 When aircraft are operating on tracks whichare separated by considerably more than the foregoing mini-mum figures, States may reduce the distance at which lateralseparation is achieved.

5.4.1.2.1.3 By use of different navigation aids or meth-ods. Lateral separation between aircraft using different navi-gation aids, or when one aircraft is using RNAV equipment,shall be established by ensuring that the derived protectedairspaces for the navigation aid(s) or RNP do not overlap.

5.4.1.2.1.4 RNAV operations where RNP is specified onparallel tracks or ATS routes. Within designated airspace oron designated routes, where RNP is specified, lateralseparation between RNAV-equipped aircraft may be obtainedby requiring aircraft to be established on the centre lines ofparallel tracks or ATS routes spaced at a distance whichensures that the protected airspace of the tracks or ATS routesdoes not overlap.

Note.— The spacing between parallel tracks or betweenparallel ATS route centre lines for which an RNP type isrequired will be dependent upon the relevant RNP typespecified. Guidance material related to the spacing betweentracks or ATS routes based on RNP type is contained inAnnex 11, Attachment B.

5.4.1.2.1.5 RNAV operations (where RNP is specified) onintersecting tracks or ATS routes. The use of this separation islimited to intersecting tracks that converge to or diverge froma common point at angles between 15 and 135 degrees.

5.4.1.2.1.5.1 For intersecting tracks, the entry points toand the exit points from the area in which lateral distancebetween the tracks is less than the required minimum aretermed lateral separation points. The area bound by the lateralseparation points is termed the area of conflict (see Figure 5-5).

5.4.1.2.1.5.2 The distance of the lateral separationpoints from the track intersection shall be determined bycollision risk analysis and will depend on complex factorssuch as the navigation accuracy of the aircraft, traffic density,and occupancy.

Note.— Information on the establishment of lateralseparation points and collision risk analyses are contained inthe Manual on Airspace Planning Methodology for theDetermination of Separation Minima (Doc 9689).

5.4.1.2.1.5.3 Lateral separation exists between twoaircraft when at least one of the aircraft is outside the area ofconflict.

5.4.1.2.1.6 Transitioning into airspace where a greaterlateral separation minimum applies. Lateral separation willexist when aircraft are established on specified tracks which:

a) are separated by an appropriate minimum; and

b) diverge by at least 15 degrees until the applicablelateral separation minimum is established;

providing that it is possible to ensure, by means approved bythe appropriate ATS authority, that aircraft have the navigationcapability necessary to ensure accurate track guidance.

5.4.2 Longitudinal separation

5.4.2.1 LONGITUDINAL SEPARATION APPLICATION

5.4.2.1.1 Longitudinal separation shall be applied so thatthe spacing between the estimated positions of the aircraftbeing separated is never less than a prescribed minimum.Longitudinal separation between aircraft following the same ordiverging tracks may be maintained by application of speedcontrol, including the Mach number technique. When appli-cable, use of the Mach number technique shall be prescribedon the basis of a regional air navigation agreement.

Note 1.— Attention is drawn to the guidance material con-tained in the Air Traffic Services Planning Manual (Doc 9426)regarding the application of the Mach number technique toseparation of subsonic aircraft.

Note 2.— The Mach number technique is applied usingtrue Mach number.

5.4.2.1.2 In applying a time- or distance-based longitudi-nal separation minimum between aircraft following the sametrack, care shall be exercised to ensure that the separationminimum will not be infringed whenever the following aircraftis maintaining a higher air speed than the preceding aircraft.When aircraft are expected to reach minimum separation, speedcontrol shall be applied to ensure that the required separationminimum is maintained.

5.4.2.1.3 Longitudinal separation may be established byrequiring aircraft to depart at a specified time, to arrive over ageographical location at a specified time, or to hold over ageographical location until a specified time.

5.4.2.1.4 Longitudinal separation between supersonic air-craft during the transonic acceleration and supersonic phasesof flight should normally be established by appropriate timingof the start of transonic acceleration rather than by theimposition of speed restrictions in supersonic flight.

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1/11/0128/11/02No. 1

Figure 5-5. Lateral separation points and the area of conflict (see 5.4.1.2.1.5.1)

Note.— The lateral separation points are calculated by the formula: R = Sy / sin θ

where:

Sy = the lateral distance between the tracks equal to the lateral separation minimum;R = the distance of the lateral separation point from the intersection; andθ = the angle between tracks.

Sy

Sy

LEGEND

Lateral separation points

Area of conflict


1/11/0128/11/02No. 1

Figure 5-6. Aircraft on same track (see 5.4.2.1.5 a))

Figure 5-7. Aircraft on reciprocal tracks (see 5.4.2.1.5 b))

Lessthan 45°

ormore

than 315°

45°

315°

135°

225°

Morethan 135°

andless

than 225°


Figure 5-8. Aircraft on crossing tracks (see 5.4.2.1.5 c))

135° 45°

45° to 135°

315°225°

225 to 315° °

5.4.2.1.5 For the purpose of application of longitudinalseparation, the terms same track, reciprocal tracks and crossingtracks shall have the following meanings:

a) Same track (see Figure 5-6):

same direction tracks and intersecting tracks or portionsthereof, the angular difference of which is less than45 degrees or more than 315 degrees, and whoseprotected airspaces overlap.

b) Reciprocal tracks (see Figure 5-7):

opposite tracks and intersecting tracks or portionsthereof, the angular difference of which is more than135 degrees but less than 225 degrees, and whoseprotected airspaces overlap.

c) Crossing tracks (see Figure 5-8):

intersecting tracks or portions thereof other than thosespecified in a) and b) above.

5.4.2.1.6 Time-based separation applied in accordancewith 5.4.2.2 and 5.4.2.4 may be based on position informationand estimates derived from voice reports, CPDLC or ADS.

5.4.2.2 LONGITUDINAL SEPARATION MINIMA

BASED ON TIME

5.4.2.2.1 AIRCRAFT MAINTAINING THE SAME LEVEL

5.4.2.2.1.1 Aircraft flying on the same track:

a) 15 minutes (see Figure 5-9); or

b) 10 minutes, if navigation aids permit frequentdetermination of position and speed (see Figure 5-10);or

c) 5 minutes in the following cases, provided that in eachcase the preceding aircraft is maintaining a trueairspeed of 37 km/h (20 kt) or more faster than thesucceeding aircraft (see Figure 5-11):

1) between aircraft that have departed from the sameaerodrome;

2) between en-route aircraft that have reported overthe same exact significant point;

3) between departing and en-route aircraft after theen-route aircraft has reported over a fix that is so

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Figure 5-9. Fifteen-minute separation between aircrafton same track and same level (see 5.4.2.2.1.1 a))

Figure 5-10. Ten-minute separation between aircrafton same track and same level (see 5.4.2.2.1.1 b))

Figure 5-11. Five-minute separation between aircrafton same track and same level (see 5.4.2.2.1.1 c))

Figure 5-12. Three-minute separation between aircrafton same track and same level (see 5.4.2.2.1.1 d))

Figure 5-13. Fifteen-minute separation between aircrafton crossing tracks and same level (see 5.4.2.2.1.2 a))

Figure 5-14. Ten-minute separation between aircrafton crossing tracks and same level (see 5.4.2.2.1.2 b))

15 min10 min

Navigationaid

Navigationaid

5 min

Aerodrome

Reporting pointor 37 km/h (20 kt)

or more faster

3 min

Aerodrome

Reporting pointor 74 km/h (40 kt)

or more faster

15 min 10 min

Navigationaid

Navigationaid

Navigationaids


located in relation to the departure point as toensure that five-minute separation can be estab-lished at the point the departing aircraft will jointhe air route; or

d) 3 minutes in the cases listed under c) provided that ineach case the preceding aircraft is maintaining a trueairspeed of 74 km/h (40 kt) or more faster than thesucceeding aircraft (see Figure 5-12).

5.4.2.2.1.2 Aircraft flying on crossing tracks:

a) 15 minutes at the point of intersection of the tracks(see Figure 5-13); or

b) 10 minutes if navigation aids permit frequentdetermination of position and speed (see Figure 5-14).

5.4.2.2.2 AIRCRAFT CLIMBING OR DESCENDING

5.4.2.2.2.1 Aircraft on the same track. When an aircraftwill pass through the level of another aircraft on the sametrack, the following minimum longitudinal separation shall beprovided:

a) 15 minutes while vertical separation does not exist (seeFigures 5-15A and 5-15B); or

b) 10 minutes while vertical separation does not exist,provided that such separation is authorized only wherenavigation aids permit frequent determination ofposition and speed (see Figures 5-16A and 5-16B); or

c) 5 minutes while vertical separation does not exist,provided that the level change is commenced within10 minutes of the time the second aircraft has reportedover an exact reporting point (see Figures 5-17Aand 5-17B).

Note.— To facilitate application of the procedure where aconsiderable change of level is involved, a descending aircraftmay be cleared to some convenient level above the loweraircraft, or a climbing aircraft to some convenient level belowthe higher aircraft, to permit a further check on the separationthat will obtain while vertical separation does not exist.

5.4.2.2.2.2 Aircraft on crossing tracks:

a) 15 minutes while vertical separation does not exist(see Figures 5-18A and 5-18B); or

b) 10 minutes while vertical separation does not exist ifnavigation aids permit frequent determination ofposition and speed (see Figures 5-19A and 5-19B).

5.4.2.2.3 Aircraft on reciprocal tracks. Where lateralseparation is not provided, vertical separation shall be providedfor at least ten minutes prior to and after the time the aircraftare estimated to pass, or are estimated to have passed (seeFigure 5-20). Provided it has been determined that the aircrafthave passed each other, this minimum need not apply.


BASED ON DISTANCE USING DISTANCE MEASURING

EQUIPMENT (DME)

Note.— Where the term “on track” is used in the provisionsrelating to the application of longitudinal separation minimausing DME, it means that the aircraft is flying either directlyinbound to or directly outbound from the station.

5.4.2.3.1 Separation shall be established by maintainingnot less than specified distance(s) between aircraft positions asreported by reference to DME in conjunction with otherappropriate navigation aids. Direct controller-pilot communi-cation shall be maintained while such separation is used.

5.4.2.3.2 AIRCRAFT AT THE SAME CRUISING LEVEL

5.4.2.3.2.1 Aircraft on the same track:

a) 37 km (20 NM), provided:

1) each aircraft utilizes the same “on-track” DMEstations; and

2) separation is checked by obtaining simultaneousDME readings from the aircraft at frequentintervals to ensure that the minimum will not beinfringed (see Figure 5-21);

b) 19 km (10 NM) provided:

1) the leading aircraft maintains a true airspeed of37 km/h (20 kt) or more faster than the succeedingaircraft;

2) each aircraft utilizes the same “on-track” DMEstations; and

3) separation is checked by obtaining simultaneousDME readings from the aircraft at such intervals asare necessary to ensure that the minimum is estab-lished and will not be infringed (see Figure 5-22).

5.4.2.3.2.2 Aircraft on crossing tracks. The longitudinalseparation prescribed in 5.4.2.3.2.1 shall also apply provided

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each aircraft reports distance from the station located at thecrossing point of the tracks and that the relative angle betweenthe tracks is less than 90 degrees (see Figures 5-23A and5-23B).

5.4.2.3.2.3 Aircraft climbing or descending on the sametrack: 19 km (10 NM) while vertical separation does not exist,provided:

a) each aircraft utilizes “on-track” DME stations;

b) one aircraft maintains a level while vertical separationdoes not exist; and

c) separation is established by obtaining simultaneousDME readings from the aircraft (see Figures 5-24Aand 5-24B).

Note.— To facilitate application of the procedure where aconsiderable change of level is involved, a descending aircraftmay be cleared to some convenient level above the lower air-craft, or a climbing aircraft to some convenient level below thehigher aircraft, to permit a further check on the separationthat will obtain while vertical separation does not exist.

5.4.2.3.2.4 Aircraft on reciprocal tracks. Aircraft utilizingon-track DME may be cleared to climb or descend to or throughthe levels occupied by other aircraft utilizing on-track DME,provided that it has been positively established that the aircrafthave passed each other and are at least 10 NM apart, or such othervalue as prescribed by the appropriate ATS authority.

5.4.2.4 LONGITUDINAL SEPARATION MINIMA WITH

MACH NUMBER TECHNIQUE BASED ON TIME

5.4.2.4.1 Turbojet aircraft shall adhere to the true Machnumber approved by ATC and shall request ATC approvalbefore making any changes thereto. If it is essential to make animmediate temporary change in the Mach number (e.g. due toturbulence), ATC shall be notified as soon as possible thatsuch a change has been made.

5.4.2.4.2 If it is not feasible, due to aircraft performance,to maintain the last assigned Mach number during en-routeclimbs and descents, pilots of aircraft concerned shall adviseATC at the time of the climb/descent request.

5.4.2.4.3 When the Mach number technique is appliedand provided that:

a) the aircraft concerned have reported over the samereporting point and follow the same track or

continuously diverging tracks until some other form ofseparation is provided; or

b) if the aircraft have not reported over the samereporting point and it is possible to ensure, by radar orother means, that the appropriate time interval willexist at the common point from which they eitherfollow the same track or continuously diverging tracks;

minimum longitudinal separation between turbojet aircraft onthe same track, whether in level, climbing or descending flightshall be:

1) 10 minutes; or

2) between 9 and 5 minutes inclusive, provided that:the preceding aircraft is maintaining a true Machnumber greater than the following aircraft inaccordance with the following table:

— 9 minutes, if the preceding aircraft is Mach0.02 faster than the following aircraft;




— 5 minutes, if the preceding aircraft is Mach0.06 faster than the following aircraft.

5.4.2.4.4 When the 10-minute longitudinal separationminimum with Mach number technique is applied, the preced-ing aircraft shall maintain a true Mach number equal to orgreater than that maintained by the following aircraft.

5.4.2.5 LONGITUDINAL SEPARATION MINIMA WITH

MACH NUMBER TECHNIQUE BASED ON

DISTANCE USING RNAV

Note.— Guidance material on RNAV operations iscontained in the Manual on Required Navigation Performance(RNP) (Doc 9613).

5.4.2.5.1 Turbojet aircraft shall adhere to the true Machnumber approved by ATC and shall request ATC approvalbefore making any changes thereto. If it is essential to make animmediate temporary change in the Mach number (e.g. due toturbulence), ATC shall be notified as soon as possible thatsuch a change has been made.

24/11/05No. 4


Figure 5-15A. Fifteen-minute separation between aircraft climbing and on same track (see 5.4.2.2.2.1 a))

Figure 5-15B. Fifteen-minute separation between aircraft descending and on same track (see 5.4.2.2.2.1 a)

15 min

15 min

15 min

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

15 min

15 min

15 min

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

1/11/0128/11/02No. 1


Figure 5-16A. Ten-minute separation between aircraft climbing and on same track (see 5.4.2.2.2.1 b))

Figure 5-16B. Ten-minute separation between aircraft descending and on same track (see 5.4.2.2.2.1 b))

10 min

10 min

10 min

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

Navigation aid

10 min

10 min

10 min

FL 260(7 900m)

FL 250(7 600m)

FL 240(7 300m)

Navigation aid

1/11/0128/11/02No. 1


Figure 5-17A. Five-minute separation between aircraft climbing and on same track (see 5.4.2.2.2.1 c))

Figure 5-17B. Five-minute separation between aircraft descending and on same track (see 5.4.2.2.2.1 c))

10 min

5 min

5 min

5 min

Navigation aid

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

10 min

5 min

5 min

5 min

Navigation aid

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

1/11/0128/11/02No. 1


Figure 5-18A. Fifteen-minute separation between aircraft climbing and on crossing tracks (see 5.4.2.2.2.2 a))

Figure 5-18B. Fifteen-minute separation between aircraft descending and on crossing tracks (see 5.4.2.2.2.2 a))

15 min

15 min

15 min

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

15 min

15 min

15 min

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

1/11/0128/11/02No. 1


Figure 5-19A. Ten-minute separation between aircraft climbing and on crossing tracks (see 5.4.2.2.2.2 b))

Figure 5-19B. Ten-minute separation between aircraft descending and on crossing tracks (see 5.4.2.2.2.2 b))

10 min

10 min

10 min

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

Navigation aid

10 min

10 min

10 min

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

Navigation aid

1/11/0128/11/02No. 1


Figure 5-20. Ten-minute separation between aircrafton reciprocal tracks (see 5.4.2.2.3)

Figure 5-21. 37 km (20 NM) DME-based separation between aircrafton same track and same level (see 5.4.2.3.2.1 a))

Figure 5-22. 19 km (10 NM) DME-based separation between aircrafton same track and same level (see 5.4.2.3.2.1 b))

10 min

10 min

Estimated timeof passing

37 km (20 NM)

DME

19 km (10 NM)

DME

37 km/h (20 kt)or more faster

1/11/0128/11/02No. 1


Figure 5-23A. 37 km (20 NM) DME-based separation between aircrafton crossing tracks and same level (see 5.4.2.3.2.2)

Figure 5-23B. 19 km (10 NM) DME-based separation between aircrafton crossing tracks and same level (see 5.4.2.3.2.2)

37 km

(20 NM)

DME

Second aircraft notto be inbound from

the shaded area

DME

Second aircraft notto be inbound from

the shaded area


19 km

(10 NM)

1/11/0128/11/02No. 1


Figure 5-24A. 19 km (10 NM) DME-based separation between aircraftclimbing and on same track (see 5.4.2.3.2.3 c))

Figure 5-24B. 19 km (10 NM) DME-based separation between aircraftdescending and on same track (see 5.4.2.3.2.3 c))

19 km(10 NM)

19 km(10 NM)

19 km(10 NM)

On-track DME

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

19 km(10 NM)

19 km(10 NM)

19 km(10 NM)

On-track DME

FL 260(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

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1/11/0128/11/02No. 1

5.4.2.5.1.1 If it is not feasible, due to aircraft perform-ance, to maintain the last assigned Mach number during en-route climbs and descents, pilots of aircraft concerned shalladvise ATC at the time of the climb/descent request.

5.4.2.5.2 RNAV distance-based separation minima shallnot be applied after ATC has received pilot advice indicatingnavigation equipment deterioration or failure.

5.4.2.5.3 Separation shall be established by maintainingnot less than the specified distance between aircraft positionsas reported by reference to RNAV equipment. Directcontroller-pilot communications should be maintained, whilesuch separation is used. Where high frequency or generalpurpose extended range very high frequency air-groundcommunication channels are used for area control service andare worked by air-ground communicators, suitable arrange-ments shall be made to permit direct controller-pilot communi-cations, or monitoring by the controller of all air-groundcommunications.

5.4.2.5.3.1 To assist pilots to readily provide the requiredRNAV distance information, such position reports should,wherever possible, be referenced to a common waypoint aheadof both aircraft.

5.4.2.5.4 RNAV distance-based separation may be appliedbetween RNAV-equipped aircraft when operating on designatedRNAV routes or on ATS routes defined by VOR.

5.4.2.5.5 A 150 km (80 NM) RNAV distance-basedseparation minimum with Mach number technique may beused on same-direction tracks in lieu of a 10-minute longi-tudinal separation minimum with Mach number technique,provided:

a) each aircraft reports its distance to or from the same“on-track” waypoint;

b) separation between aircraft at the same level is checkedby obtaining simultaneous RNAV distance readingsfrom the aircraft at frequent intervals to ensure that theminimum will not be infringed (see Figure 5-25);

c) separation between aircraft climbing or descending isestablished by obtaining simultaneous RNAV distancereadings from the aircraft (see Figures 5-26A and5-26B); and

d) in the case of aircraft climbing or descending, oneaircraft maintains a level while vertical separation doesnot exist.

5.4.2.5.6 When the 150 km (80 NM) longitudinal separ-ation minimum with Mach number technique is applied, thepreceding aircraft shall maintain a true Mach number equal toor greater than that maintained by the following aircraft.

Note.— To facilitate application of the procedure where aconsiderable change of level is involved, a descending aircraftmay be cleared to some convenient level above the loweraircraft, or a climbing aircraft to some convenient level belowthe higher aircraft, to permit a further check on the separationthat will obtain while vertical separation does not exist.

5.4.2.5.7 Aircraft on reciprocal tracks. Aircraft utilizingRNAV may be cleared to climb or descend to or through thelevels occupied by other aircraft utilizing RNAV provided ithas been positively established by simultaneous RNAVdistance readings to or from the same “on-track” waypoint thatthe aircraft have passed each other and are at least 150 km(80 NM) apart (see Figure 5-27).

Figure 5-25. 150 km (80 NM) RNAV-based separation between aircraftat the same level (see 5.4.2.5.5 b))

150 km(80 NM)

Waypoint

24/11/05No. 4


1/11/0128/11/02No. 1

Figure 5-26A. 150 km (80 NM) RNAV-based separation between aircraftclimbing and on same track (see 5.4.2.5.5 c))

Figure 5-26B. 150 km (80 NM) RNAV-based separation between aircraftdescending and on same track (see 5.4.2.5.5 c))

150 km(80 NM)

150 km(80 NM)

150 km(80 NM)

WaypointFL 260

(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)

150 km(80 NM)

150 km(80 NM)

150 km(80 NM)

WaypointFL 260

(7 900 m)

FL 250(7 600 m)

FL 240(7 300 m)


Figure 5-27. 150 km (80 NM) RNAV-based separation between aircrafton reciprocal tracks (see 5.4.2.5.7)

150 km(80NM) WaypointWaypoint


BASED ON DISTANCE USING RNAVWHERE RNP IS SPECIFIED

Note.— Guidance material is contained in Attachment B toAnnex 11, the Manual on Required Navigation Performance(RNP) (Doc 9613), the Air Traffic Services Planning Manual(Doc 9426) and the Manual on Airspace Planning Methodologyfor the Determination of Separation Minima (Doc 9689).

5.4.2.6.1 Within designated airspace, or on designatedroutes, separation minima in accordance with the provisions ofthis section (5.4.2.6) may be used, subject to regional airnavigation agreements.

5.4.2.6.2 Separation shall be established by maintainingnot less than the specified distance between aircraft positionsas reported by reference to the same “on track” waypoint,whenever possible ahead of both aircraft, or by means of anautomated position reporting system.

Note.— The term “on track” means that the aircraft isflying either directly inbound to or directly outbound from thestation or waypoint.

5.4.2.6.2.1 When information is received indicatingnavigation equipment failure or deterioration below the navi-gation performance requirements, ATC shall then, as required,apply alternative separation minima.

5.4.2.6.2.2 Direct controller-pilot communications shallbe maintained while applying a distance-based separation

minima. Direct controller-pilot communications shall be voiceor CPDLC. The communication criteria necessary for CPDLCto satisfy the requirement for direct controller-pilot communi-cations shall be established by an appropriate safety assessment.

Note.— The communication criteria which are used as abasis for the derivation of the separation minima in thissection are set out in Appendix 5 of the Manual on AirspacePlanning Methodology for the Determination of SeparationMinima (Doc 9689). Guidance material for CPDLC iscontained in the Manual of Air Traffic Services Data LinkApplications (Doc 9694).

5.4.2.6.2.2.1 Prior to and during the application of adistance-based separation minimum, the controller shoulddetermine the adequacy of the available communication link,considering the time element required to receive replies fromtwo or more aircraft, and the overall workload/traffic volumeassociated with the application of such minima.

5.4.2.6.2.3 When aircraft are at, or are expected to reduceto, the minimum separation applicable, speed control tech-niques, including assigning Mach number, shall be applied toensure that the minimum distance exists throughout the periodof application of the minima.

5.4.2.6.3 Longitudinal distance-based separation minima5.4.2.6.3 in an RNP RNAV environment not using ADS

5.4.2.6.3.1 For aircraft cruising, climbing or descending onthe same track, the following separation minimum may be used:

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Note 1.— Where a considerable change of level is involvedusing distance-based separation, a descending aircraft may becleared to some convenient level above the lower aircraft, ora climbing aircraft to some convenient level below the higheraircraft (e.g. 1 200 m (4 000 ft) or less) to permit a furthercheck on the separation that will be maintained while verticalseparation does not exist.

Note 2. — It should be noted that the separation minimumdepicted above is based on safety assessments performedspecifically for a particular network of tracks or routes. Assuch, the assessments evaluated traffic characteristics whichmight be unique to the network being assessed.

Note 3.— The separation minimum above was developed inaccordance with a collision risk analysis which dictatesconditions under which this separation can be applied.

Note 4.— Detailed information on the analysis used todetermine the separation minimum and on performing safetyassessments is contained in the Manual on Airspace PlanningMethodology for the Determination of Separation Minima(Doc 9689).

5.4.2.6.3.2 During the application of the 93 km (50 NM)separation, when an aircraft fails to report its position, thecontroller shall take action within 3 minutes to establish com-munication. If communication has not been established within8 minutes of the time the report should have been received, thecontroller shall take action to apply an alternative form ofseparation.

5.4.2.6.3.3 Where automated position reporting applies, acommon time reference shall be used.

5.4.2.6.3.4 Aircraft on reciprocal tracks. Aircraft may becleared to climb or descend to or through the levels occupied bythe other provided that it has been positively established thatthe aircraft have passed each other and the distance betweenthem is equal to at least the applicable separation minimum.

5.4.2.6.4 Longitudinal distance-based separation minima in 5.4.2.6.4 an RNP RNAV environment using ADS

5.4.2.6.4.1 Separation based on the use of ADS shall beapplied so that the distance between the calculated positions of

the aircraft is never less than the prescribed minimum. Thisdistance shall be obtained by one of the following methods:

a) when the aircraft are on the same identical track, thedistance may be measured between the calculatedpositions of the aircraft or may be calculated bymeasuring the distances to a common point on thetrack (see Figures 5-28 and 5-29);

Note.— Same identical tracks are a special case ofsame track defined in 5.4.2.1.5 a) where the angulardifference is zero degrees or reciprocal tracks definedin 5.4.2.1.5 b) where the angular difference is180 degrees.

b) when the aircraft are on same or reciprocal non-parallel tracks other than in a) above, the distance shallbe calculated by measuring the distances to thecommon point of intersection of the tracks or projectedtrack (see Figures 5-30 to 5-32); and

c) when the aircraft are on parallel tracks whose protectionareas overlap, the distance shall be measured along thetrack of one of the aircraft as in a) above using itscalculated position and the point abeam the calculatedposition of the other aircraft (see Figure 5-33).

Note.— In all cases presented in Figures 5-28 to 5-33, “d”is calculated by subtracting the distance of the closer aircraftfrom the common point from the distance of the more distantaircraft from the common point, except in Figure 5-32 wherethe two distances are added and the order of the aircraft is notimportant in the calculation.

5.4.2.6.4.2 When aircraft are at, or are expected to reduceto, the minimum separation applicable, speed control tech-niques, including assigning Mach number, shall be applied toensure that the minimum distance exists throughout the periodof application of the minima.

5.4.2.6.4.3 For aircraft cruising, climbing or descendingon the same track, the following separation minima may beused:

Note 1.— Detailed information on the analysis used todetermine these separation minima and on performing safetyassessments, including examples of communication media andoperational assumptions that can satisfy the interventionrequirements, are contained in the Manual on Airspace

Separation minimum

RNPtype

Communicationrequirement

Surveillance requirement

Distance verification

requirements

93 km (50NM)

10 Directcontroller-pilot

communications

Proceduralposition reports

At least every 24 minutes

Separationminima RNP type

Maximum ADS periodic reporting interval

93 km (50 NM) 10 27 minutes4 32 minutes

55.5 km (30 NM) 4 14 minutes

1/11/0128/11/02No. 1


Figure 5-28. Calculation of longitudinal distance between aircraft —identical track, same direction (see 5.4.2.6.4.1 a))

Figure 5-29. Calculation of longitudinal distance between aircraft —identical track, opposite direction (see 5.4.2.6.4.1 a))

d

d2

d1

d = d – d2 1

Common point

d1

d2

d

d = d – d2 1

Common point

1/11/0128/11/02No. 1


Figure 5-30. Calculation of longitudinal distance between aircraft —same track, but not identical (see 5.4.2.6.4.1 b))

Figure 5-31. Calculation of longitudinal distance between aircraft —same track, but not identical (see 5.4.2.6.4.1 b))

d2

d1

Common point

d = d – d2 1

d2

d1

Common point

d = d – d2 1

1/11/0128/11/02No. 1


Figure 5-32. Calculation of longitudinal distance between aircraft —opposite sides of the common point (see 5.4.2.6.4.1 b))

Figure 5-33. Calculation of longitudinal distance between aircraft —parallel tracks (see 5.4.2.6.4.1 c))

d2 d1

Common point

d = d + d2 1

d1

d2

d

d = d – d2 1

Common pointAbeam point

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1/11/0128/11/02No. 1

Planning Methodology for the Determination of SeparationMinima (Doc 9689). The indicated periodic reporting intervalsare specific to the use of ADS and are derived from performedsafety assessments. As a result, these intervals may differ fromthose required for use with other procedural RNAV longitudinalseparation minima.

Note 2.— The separation minima shown in the above tablerequire specific RNP values and are based on collision riskmodelling which determines communications and surveillancerequirements. However, this modelling does not include alloperational and technical aspects and is dependent uponparameter values that may vary depending on the particularairspace where the minimum will be applied. Therefore, priorto implementation, a system verification of sufficient durationand integrity must be performed to assess such parameters andconditions including weather deviations or other contingencyevents for the airspace concerned and to demonstrate thatoperational and technical requirements are met.

5.4.2.6.4.3.1 Operational and technical requirements forthe provision of ADS services shall comply with theprovisions in Chapter 13.

Note.— Before implementation, particular attention should begiven to the requirements in Chapter 13, 13.4.3 and 13.4.3.4.6.

5.4.2.6.4.3.2 The communication system provided toenable the application of the separation minima in 5.4.2.6.4.3shall allow a controller, within 4 minutes, to intervene andresolve a potential conflict by contacting an aircraft using thenormal means of communication. An alternative means shallbe available to allow the controller to intervene and resolve theconflict within a total time of 10½ minutes, should the normalmeans of communication fail.

5.4.2.6.4.3.3 When an ADS periodic or waypoint changeevent report is not received within 3 minutes of the time itshould have been sent, the report is considered overdue and thecontroller shall take action to obtain the report as quickly aspossible, normally by ADS or CPDLC. If a report is notreceived within 6 minutes of the time the original report shouldhave been sent, and there is a possibility of loss of separationwith other aircraft, the controller shall take action to resolveany potential conflict(s) as soon as possible. The communi-cation means provided shall be such that the conflict isresolved within a further 7½ minutes.

5.4.2.6.4.4 Opposite direction aircraft on reciprocal tracksmay be cleared to climb or descend to or through the levelsoccupied by another aircraft provided that the aircraft havepassed each other by the applicable separation minimum,calculated in accordance with 5.4.2.6.4.1.

5.5 SEPARATION OF AIRCRAFT HOLDINGIN FLIGHT

5.5.1 Aircraft established in adjacent holding patternsshall, except when lateral separation between the holding areasexists as determined by the appropriate ATS authority, beseparated by the applicable vertical separation minimum.

5.5.2 Except when lateral separation exists, verticalseparation shall be applied between aircraft holding in flightand other aircraft, whether arriving, departing or en route,whenever the other aircraft concerned are within five minutesflying time of the holding area or within a distance prescribedby the appropriate authority. (See Figure 5-34.)

Figure 5-34. Separation between holding aircraft and en route aircraft (see 5.5.2)

FL 170(5 200 m)

FL 160(4 900 m)

FL 150(4 550 m)

FL 180(5 500 m)

5 minor a

prescribeddistance

5 minor a

prescribeddistance

25/11/04No. 3


5.6 MINIMUM SEPARATION BETWEENDEPARTING AIRCRAFT

Note.— The following provisions are complementary to thelongitudinal separation minima specified in Section 5.4.2.

5.6.1 One-minute separation is required if aircraft are tofly on tracks diverging by at least 45 degrees immediately aftertake-off so that lateral separation is provided (see Figure 5-35).This minimum may be reduced when aircraft are using parallelrunways or when the procedure in Chapter 6, 6.3.3.1, is adoptedfor operations on diverging runways which do not cross, pro-vided instructions covering the procedure have been approvedby the appropriate ATS authority and lateral separation iseffected immediately after take-off.

Note 1.— Wake turbulence categories of aircraft arecontained in Chapter 4, Section 4.9.1 and longitudinal separ-ation minima are contained in Section 5.9 and in Chapter 8,Section 8.7.

Note 2.— Detailed characteristics of wake vortices andtheir effect on aircraft are contained in the Air Traffic ServicesPlanning Manual (Doc 9426), Part II, Section 5.

5.6.2 Two minutes are required between take-offs whenthe preceding aircraft is 74 km/h (40 kt) or more faster than thefollowing aircraft and both aircraft will follow the same track(see Figure 5-36).

Note.— See Chapter 4, Section 4.6, concerning speedcontrol instructions. Calculations, based on TAS, of speeddifferentials of aircraft during climb may not be sufficiently

accurate in all circumstances for determining if the procedurein 5.6.2 can be applied, in which case calculations based onIAS may be more suitable.

5.6.3 Five-minute separation is required while verticalseparation does not exist if a departing aircraft will be flownthrough the level of a preceding departing aircraft and bothaircraft propose to follow the same track (see Figure 5-37).Action must be taken to ensure that the five-minute separationwill be maintained or increased while vertical separation doesnot exist.

5.7 SEPARATION OF DEPARTING AIRCRAFTFROM ARRIVING AIRCRAFT

5.7.1 Except as otherwise prescribed by the appropriateATS authority, the following separation shall be applied whentake-off clearance is based on the position of an arrivingaircraft:

5.7.1.1 If an arriving aircraft is making a completeinstrument approach, a departing aircraft may take off:

a) in any direction until an arriving aircraft has started itsprocedure turn or base turn leading to final approach;

b) in a direction which is different by at least 45 degreesfrom the reciprocal of the direction of approach afterthe arriving aircraft has started procedure turn or baseturn leading to final approach, provided that the take-off will be made at least 3 minutes before the arrivingaircraft is estimated to be over the beginning of theinstrument runway (see Figure 5-38).

1/11/0128/11/02No. 1

Figure 5-35. One-minute separation betweendeparting aircraft following tracks diverging

by at least 45 degrees (see 5.6.1)

Figure 5-36. Two-minute separation betweenaircraft following same track

(see 5.6.2)

1 min

45° 2 min



1/11/0128/11/02No. 1

Figure 5-37. Five-minute separation of departing aircraft followingthe same track (see 5.6.3)

Figure 5-38. Separation of departing aircraft from arriving aircraft(see 5.7.1.1 b) and 5.7.1.2 b))

FL 70 (2 150 m)

FL 60 (1 850 m)

FL 80 (2 450 m)

5 min

A Straight-in approach

B Start of procedure turn

Take-offs permitted in this area up to three minutes before estimated arrival of aircraft A or B or, in the case of A, until it crosses a designated fix on the approach track.

No take-offs in this area after procedure turn is started nor within the last five minutes of a straight-in approach.

45°

45°


5.7.1.2 If an arriving aircraft is making a straight-inapproach, a departing aircraft may take off:

a) in any direction until 5 minutes before the arrivingaircraft is estimated to be over the instrument runway;

b) in a direction which is different by at least 45 degreesfrom the reciprocal of the direction of approach of thearriving aircraft:

1) until 3 minutes before the arriving aircraft is esti-mated to be over the beginning of the instrumentrunway (see Figure 5-38), or

2) before the arriving aircraft crosses a designated fixon the approach track; the location of such fix tobe determined by the appropriate ATS authorityafter consultation with the operators.

5.8 NON-RADAR WAKE TURBULENCELONGITUDINAL SEPARATION

MINIMA

5.8.1 Applicability

5.8.1.1 The ATC unit concerned shall not be required toapply wake turbulence separation:

a) for arriving VFR flights landing on the same runway asa preceding landing HEAVY or MEDIUM aircraft; and

b) between arriving IFR flights executing visual approachwhen the aircraft has reported the preceding aircraft insight and has been instructed to follow and maintainown separation from that aircraft.

5.8.1.2 The ATC unit shall, in respect of the flightsspecified in 5.8.1.1 a) and b), as well as when otherwisedeemed necessary, issue a caution of possible wake turbulence.The pilot-in-command of the aircraft concerned shall beresponsible for ensuring that the spacing from a precedingaircraft of a heavier wake turbulence category is acceptable. Ifit is determined that additional spacing is required, the flightcrew shall inform the ATC unit accordingly, stating theirrequirements.

5.8.2 Arriving aircraft

5.8.2.1 Except as provided for in 5.8.1.1 a) and b), thefollowing non-radar separation minima shall be applied:

5.8.2.1.1 The following minima shall be applied toaircraft landing behind a HEAVY or a MEDIUM aircraft:

a) MEDIUM aircraft behind HEAVY aircraft —2 minutes;

b) LIGHT aircraft behind a HEAVY or MEDIUM aircraft— 3 minutes.


5.8.3.1 A minimum separation of 2 minutes shall beapplied between a LIGHT or MEDIUM aircraft taking offbehind a HEAVY aircraft or a LIGHT aircraft taking offbehind a MEDIUM aircraft when the aircraft are using:

a) the same runway;

b) parallel runways separated by less than 760 m(2 500 ft);

c) crossing runways if the projected flight path of thesecond aircraft will cross the projected flight path ofthe first aircraft at the same altitude or less than 300 m(1 000 ft) below;

d) parallel runways separated by 760 m (2 500 ft) ormore, if the projected flight path of the second aircraftwill cross the projected flight path of the first aircraftat the same altitude or less than 300 m (1 000 ft)below.

Note.— See Figures 5-39 and 5-40.

5.8.3.2 A separation minimum of 3 minutes shall beapplied between a LIGHT or MEDIUM aircraft when takingoff behind a HEAVY aircraft or a LIGHT aircraft when takingoff behind a MEDIUM aircraft from:

a) an intermediate part of the same runway; or

b) an intermediate part of a parallel runway separated byless than 760 m (2 500 ft).

Note.— See Figure 5-41.

5.8.4 Displaced landing threshold

A separation minimum of 2 minutes shall be applied betweena LIGHT or MEDIUM aircraft and a HEAVY aircraft andbetween a LIGHT aircraft and a MEDIUM aircraft whenoperating on a runway with a displaced landing thresholdwhen:

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1/11/0128/11/02No. 1

Figure 5-39. Two-minute separation for following aircraft(see 5.8.3.1 a) and b))

Figure 5-40. Two-minute wake turbulence separation for crossing aircraft(see 5.8.3.1 c) and d))

Wind

less than 760 m

2 minutes

2 minutes

760 m or more


1/11/0128/11/02No. 1

a) a departing LIGHT or MEDIUM aircraft follows aHEAVY aircraft arrival and a departing LIGHTaircraft follows a MEDIUM aircraft arrival; or

b) an arriving LIGHT or MEDIUM aircraft follows aHEAVY aircraft departure and an arriving LIGHTaircraft follows a MEDIUM aircraft departure if theprojected flight paths are expected to cross.

5.8.5 Opposite direction

A separation minimum of 2 minutes shall be applied betweena LIGHT or MEDIUM aircraft and a HEAVY aircraft andbetween a LIGHT aircraft and a MEDIUM aircraft when theheavier aircraft is making a low or missed approach and thelighter aircraft is:

a) utilizing an opposite-direction runway for take-off; or


b) landing on the same runway in the opposite direction,or on a parallel opposite-direction runway separated byless than 760 m (2 500 ft).


5.9 CLEARANCES TO FLY MAINTAININGOWN SEPARATION WHILE IN VISUAL

METEOROLOGICAL CONDITIONS

Note 1.— As indicated in this Section, the provision ofvertical or horizontal separation by an air traffic control unitis not applicable in respect of any specified portion of a flightcleared subject to maintaining own separation and remainingin visual meteorological conditions. It is for the flight socleared to ensure, for the duration of the clearance, that it isnot operated in such proximity to other flights as to create acollision hazard.

Note 2.— It is axiomatic that a VFR flight must remain invisual meteorological conditions at all times. Accordingly, theissuance of a clearance to a VFR flight to fly subject tomaintaining own separation and remaining in visual meteoro-logical conditions has no other object than to signify that, forthe duration of the clearance, separation from other aircraftby air traffic control is not provided.

Note 3.— The objectives of the air traffic control serviceas prescribed in Annex 11 do not include prevention of colli-sion with terrain. The procedures prescribed in this documentdo not relieve pilots of their responsibility to ensure that anyclearances issued by air traffic control units are safe in thisrespect. When an IFR flight is vectored by radar or is given adirect routing which takes the aircraft off an ATS route, theprocedures in Chapter 8, 8.6.5.2 apply.

Figure 5-41. Three-minute wake turbulence separation for following aircraft (see 5.8.3.2)

3 minutes

less than 760 mrotation point

24/11/05No. 4


1/11/0128/11/02No. 1

When so requested by an aircraft and provided it is agreed bythe pilot of the other aircraft and so authorized by theappropriate ATS authority, an ATC unit may clear a controlledflight, including departing and arriving flights, operating inairspace Classes D and E in visual meteorological conditionsduring the hours of daylight to fly subject to maintaining ownseparation to one other aircraft and remaining in visualmeteorological conditions. When a controlled flight is socleared, the following shall apply:

a) the clearance shall be for a specified portion of theflight at or below 3 050 m (10 000 ft), during climb ordescent and subject to further restrictions as and whenprescribed on the basis of regional air navigationagreements;

b) if there is a possibility that flight under visualmeteorological conditions may become impracticable,an IFR flight shall be provided with alternativeinstructions to be complied with in the event that flightin visual meteorological conditions (VMC) cannot bemaintained for the term of the clearance;

c) the pilot of an IFR flight, on observing that conditionsare deteriorating and considering that operation inVMC will become impossible, shall inform ATC before

entering instrument meteorological conditions (IMC)and shall proceed in accordance with the alternativeinstructions given.

Note.— See also 5.10.1.2.

5.10 ESSENTIAL TRAFFIC INFORMATION

5.10.1 General

5.10.1.1 Essential traffic is that controlled traffic towhich the provision of separation by ATC is applicable, butwhich, in relation to a particular controlled flight is not, or willnot be, separated from other controlled traffic by theappropriate separation minimum.

Note.— Pursuant to Section 5.2 of Chapter 5, but subjectto certain exceptions stated therein, ATC is required to provideseparation between IFR flights in airspace Classes A to E, andbetween IFR and VFR flights in Classes B and C. ATC is notrequired to provide separation between VFR flights, exceptwithin airspace Class B. Therefore, IFR or VFR flights mayconstitute essential traffic to IFR traffic, and IFR flights may

Figure 5-42. Two-minute wake turbulence separation for opposite direction take-off (see 5.8.5 a))

2 minutes

2 minutes

25/11/04No. 3


constitute essential traffic to VFR traffic. However, a VFRflight would not constitute essential traffic to other VFR flightsexcept within Class B airspace.

5.10.1.2 Essential traffic information shall be given tocontrolled flights concerned whenever they constitute essentialtraffic to each other.

Note.— This information will inevitably relate to controlledflights cleared subject to maintaining own separation andremaining in visual meteorological conditions and also when-ever the intended separation minimum has been infringed.

5.10.2 Information to be provided

Essential traffic information shall include:

a) direction of flight of aircraft concerned;

b) type and wake turbulence category (if relevant) ofaircraft concerned;

c) cruising level of aircraft concerned; and

1) estimated time over the reporting point nearest towhere the level will be crossed; or

2) relative bearing of the aircraft concerned in termsof the 12-hour clock as well as distance from theconflicting traffic; or

3) actual or estimated position of the aircraftconcerned.

Note 1. — Nothing in Section 5.10 is intended to preventATC from imparting to aircraft under its control any otherinformation at its disposal with a view to enhancing air safetyin accordance with the objectives of ATS as defined inChapter 2 of Annex 11.

Note 2.— Wake turbulence category will only be essentialtraffic information if the aircraft concerned is of a heavierwake turbulence category than the aircraft to which the trafficinformation is directed.

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Figure 5-43. Two-minute wake turbulence separation for opposite direction landing (see 5.8.5 b))

2 minutes

less than 760 m

2 minutes

2 minu

tes


5.11 REDUCTION IN SEPARATION MINIMA

Note.— See also Chapter 2, ATS safety management.

5.11.1 Provided an appropriate safety assessment hasshown that an acceptable level of safety will be maintained,and after prior consultation with users, the separation minimadetailed in 5.4.1 and 5.4.2 may be reduced in the followingcircumstances:

5.11.1.1 As determined by the appropriate ATS authorityas appropriate:

a) when special electronic or other aids enable the pilot-in-command of an aircraft to determine accurately theaircraft’s position and when adequate communicationfacilities exist for that position to be transmitted withoutdelay to the appropriate air traffic control unit; or

b) when, in association with rapid and reliable com-munication facilities, radar-derived information of anaircraft’s position is available to the appropriate airtraffic control unit; or

c) when special electronic or other aids enable the airtraffic controller to predict rapidly and accurately the

flight paths of aircraft, and adequate facilities exist toverify frequently the actual aircraft positions with thepredicted positions; or

d) when RNAV-equipped aircraft operate within thecoverage of electronic aids that provide the necessaryupdates to maintain navigation accuracy.

5.11.1.2 In accordance with regional air navigationagreements when:

a) special electronic, area navigation or other aids enablethe aircraft to closely adhere to their current flightplans; and

b) the air traffic situation is such that the conditions in5.11.1.1 a) regarding communications between pilotsand the appropriate ATC unit or units need notnecessarily be met to the degree specified therein.

Note.— Attention is drawn to the guidance material con-tained in the Air Traffic Services Planning Manual (Doc 9426)regarding conditions governing the reduction of separationminima and to the Manual on Airspace Planning Methodologyfor the Determination of Separation Minima (Doc 9689).

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CHAPTER 6. SEPARATION IN THE VICINITYOF AERODROMES

6.1 REDUCTION IN SEPARATIONMINIMA IN THE VICINITY

OF AERODROMES

In addition to the circumstances mentioned in Chapter 5,5.11.1, the separation minima detailed in Chapter 5, 5.4.1 and5.4.2, may be reduced in the vicinity of aerodromes if:

a) adequate separation can be provided by the aerodromecontroller when each aircraft is continuously visible tothis controller; or

b) each aircraft is continuously visible to flight crewsof the other aircraft concerned and the pilotsthereof report that they can maintain their ownseparation; or

c) in the case of one aircraft following another, theflight crew of the succeeding aircraft reports thatthe other aircraft is in sight and separation can bemaintained.

6.2 ESSENTIAL LOCAL TRAFFIC

6.2.1 Information on essential local traffic known to thecontroller shall be transmitted without delay to departing andarriving aircraft concerned.

Note 1.— Essential local traffic in this context consists ofany aircraft, vehicle or personnel on or near the runway to beused, or traffic in the take-off and climb-out area or the finalapproach area, which may constitute a collision hazard to adeparting or arriving aircraft.

Note 2.— See also Chapter 5, Section 5.10, Chapter 7,7.3.1.3 and Chapter 8, 8.8.2.

6.2.1.1 Essential local traffic shall be described so as tobe easily identified.

6.3 PROCEDURES FOR DEPARTINGAIRCRAFT

6.3.1 General

6.3.1.1 Clearances for departing aircraft shall specify,when necessary for the separation of aircraft, direction of take-off and turn after take-off; heading or track to be made goodbefore taking up the cleared departure track; level to maintainbefore continuing climb to assigned level; time, point and/orrate at which a level change shall be made; and any othernecessary manoeuvre consistent with safe operation of theaircraft.

6.3.1.2 At aerodromes where standard instrumentdepartures (SIDs) have been established, departing aircraftshould normally be cleared to follow the appropriate SID.

6.3.2 Standard clearances fordeparting aircraft

6.3.2.1 GENERAL

The appropriate ATS authority should, wherever possible,establish standardized procedures for transfer of controlbetween the ATC units concerned, and standard clearances fordeparting aircraft.

Note.— The provisions applying to standardizedprocedures for coordination and transfer of control arespecified in Chapter 10, Section 10.4.1.

6.3.2.2 COORDINATION

6.3.2.2.1 Where standard clearances for departingaircraft have been agreed to between the units concerned, theaerodrome control tower will normally issue the appropriatestandard clearance without prior coordination with or approvalfrom the approach control unit or ACC.

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6.3.2.2.2 Prior coordination of clearances should berequired only in the event that a variation to the standardclearance or the standardized transfer of control procedures isnecessary or desirable for operational reasons.

6.3.2.2.3 Provision shall be made to ensure that theapproach control unit at all times is kept informed of thesequence in which aircraft will depart as well as the runway tobe used.

6.3.2.2.4 Provision shall be made to display the desig-nators of assigned SIDs to the aerodrome control tower, theapproach control unit and/or the ACC as applicable.

6.3.2.3 CONTENTS

Standard clearances for departing aircraft shall contain thefollowing items:

a) aircraft identification;

b) clearance limit, normally destination aerodrome;

c) designator of the assigned SID, if applicable;

d) initial level, except when this element is included inthe SID description;

e) allocated SSR code;

f) any other necessary instructions or information notcontained in the SID description, e.g. instructionsrelating to change of frequency.

6.3.2.4 COMMUNICATION FAILURE

6.3.2.4.1 Clearances for departing aircraft may specifyan initial or intermediate level other than that indicated in thefiled flight plan for the en route phase of flight, without a timeor geographical limit for the initial level. Such clearances willnormally be used to facilitate the application of tactical controlmethods by ATC, normally through the use of radar.

6.3.2.4.2 Where clearances for departing aircraftcontaining no time or geographical limit for an initial orintermediate level are utilized, action to be taken by an aircraftexperiencing air-ground communication failure in the event theaircraft has been radar vectored away from the route specifiedin its current flight plan, should be prescribed on the basis ofa regional air navigation agreement and included in the SIDdescription or published in AIPs.

6.3.3 Departure sequence

6.3.3.1 Departing aircraft may be expedited bysuggesting a take-off direction which is not into the wind. It isthe responsibility of the pilot-in-command of an aircraft todecide between making such a take-off or waiting for take-offin a preferred direction.

6.3.3.2 If departures are delayed, the delayed flights shallnormally be cleared in an order based on their estimated timeof departure, except that deviation from this order may bemade to:

a) facilitate the maximum number of departures with theleast average delay;

b) accommodate requests by an operator in respect of thatoperator’s flights to the extent practicable.

6.3.3.3 Air traffic control units should when practicableadvise aircraft operators or their designated representativeswhen anticipated delays are expected to exceed 30 minutes.

6.4 INFORMATION FOR DEPARTINGAIRCRAFT

Note.— See Chapter 11, 11.4.3, regarding flightinformation messages.

6.4.1 Meteorological conditions

Information regarding significant changes in themeteorological conditions in the take-off or climb-out area,obtained by the unit providing approach control service after adeparting aircraft has established communication with suchunit, shall be transmitted to the aircraft without delay, exceptwhen it is known that the aircraft already has received theinformation.

Note.— Significant changes in this context include thoserelating to surface wind direction or speed, visibility, runwayvisual range or air temperature (for turbine-engined aircraft),and the occurrence of thunderstorm or cumulonimbus,moderate or severe turbulence, wind shear, hail, moderate orsevere icing, severe squall line, freezing precipitation, severemountain waves, sand storm, dust storm, blowing snow,tornado or waterspout.

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Chapter 6. Separation in the Vicinity of Aerodromes 6-3

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6.4.2 Operational status of visualor non-visual aids

Information regarding changes in the operational status ofvisual or non-visual aids essential for take-off and climb shallbe transmitted without delay to a departing aircraft, exceptwhen it is known that the aircraft already has received theinformation.

6.5 PROCEDURES FOR ARRIVINGAIRCRAFT

6.5.1 General

6.5.1.1 When it becomes evident that delays will beencountered by arriving aircraft, operators or designatedrepresentatives shall, to the extent practicable, be notified andkept currently informed of any changes in such expecteddelays.

6.5.1.2 Arriving aircraft may be required to report whenleaving or passing a significant point or navigation aid, orwhen starting procedure turn or base turn, or to provide otherinformation required by the controller, to expedite departingand arriving aircraft.

6.5.1.3 An IFR flight shall not be cleared for an initialapproach below the appropriate minimum altitude as specifiedby the State concerned nor to descend below that altitudeunless:

a) the pilot has reported passing an appropriate pointdefined by a navigation aid or as a waypoint; or

b) the pilot reports that the aerodrome is and can bemaintained in sight; or

c) the aircraft is conducting a visual approach; or

d) the aircraft’s position has been determined by the useof radar, and a lower minimum altitude has beenspecified for use when providing radar services.

6.5.1.4 At aerodromes where standard instrument arrivals(STARs) have been established, arriving aircraft shouldnormally be cleared to follow the appropriate STAR. Theaircraft shall be informed of the type of approach to expect andrunway-in-use as early as possible.

Note.— See Section 6.5.2 concerning Standard arrivalclearances.

6.5.1.5 After coordination with the approach control unit,the ACC may clear the first arriving aircraft for approachrather than to a holding fix.

6.5.2 Standard clearances for arriving aircraft

6.5.2.1 GENERAL

The appropriate ATS authority should, wherever possible,establish standardized procedures for transfer of controlbetween the ATC units concerned and standard clearances forarriving aircraft.

Note.— The provisions applying to standardizedprocedures for coordination and transfer of control arespecified in Chapter 10, Section 10.4.1.

6.5.2.2 COORDINATION

6.5.2.2.1 Where standard clearances for arriving aircraftare in use and, provided no terminal delay is expected,clearance to follow the appropriate STAR will normally beissued by the ACC without prior coordination with or approvalfrom the approach control unit or the aerodrome control toweras applicable.

6.5.2.2.2 Prior coordination of clearances should berequired only in the event that a variation to the standardclearance or the standardized transfer of control procedures isnecessary or desirable for operational reasons.

6.5.2.2.3 Provision shall be made to ensure that theapproach control unit is at all times kept informed of thesequence of aircraft following the same STAR.

6.5.2.2.4 Provision shall be made to display thedesignators of assigned STARs to the ACC, the approachcontrol unit and/or the aerodrome control tower, as applicable.

6.5.2.3 CONTENTS

Standard clearances for arriving aircraft shall contain thefollowing items:


b) designator of the assigned STAR;

c) runway-in-use, except when part of the STARdescription;

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d) initial level, except when this element is included inthe STAR description; and

e) any other necessary instructions or information notcontained in the STAR description, e.g. change ofcommunications.

6.5.3 Visual approach

6.5.3.1 Subject to the conditions in 6.5.3.3, clearance foran IFR flight to execute a visual approach may be requested bya flight crew or initiated by the controller. In the latter case, theconcurrence of the flight crew shall be required.

6.5.3.2 Controllers shall exercise caution in initiating avisual approach when there is reason to believe that the flightcrew concerned is not familiar with the aerodrome and itssurrounding terrain. Controllers should also take into con-sideration the prevailing traffic and meteorological conditionswhen initiating visual approaches.

6.5.3.3 An IFR flight may be cleared to execute a visualapproach provided the pilot can maintain visual reference tothe terrain and:

a) the reported ceiling is at or above the approved initialapproach level for the aircraft so cleared; or

b) the pilot reports at the initial approach level or at anytime during the instrument approach procedure that themeteorological conditions are such that withreasonable assurance a visual approach and landingcan be completed.

6.5.3.4 Separation shall be provided between an aircraftcleared to execute a visual approach and other arriving anddeparting aircraft.

6.5.3.5 For successive visual approaches, radar or non-radar separation shall be maintained until the pilot of asucceeding aircraft reports having the preceding aircraft insight. The aircraft shall then be instructed to follow andmaintain own separation from the preceding aircraft. Whenboth aircraft are of a heavy wake turbulence category, or thepreceding aircraft is of a heavier wake turbulence categorythan the following, and the distance between the aircraft is lessthan the appropriate wake turbulence minimum, the controllershall issue a caution of possible wake turbulence. The pilot-in-command of the aircraft concerned shall be responsible forensuring that the spacing from a preceding aircraft of a heavierwake turbulence category is acceptable. If it is determined thatadditional spacing is required, the flight crew shall inform theATC unit accordingly, stating their requirements.

6.5.3.6 Transfer of communications to the aerodromecontroller should be effected at such a point or time thatinformation on essential local traffic, if applicable, andclearance to land or alternative instructions can be issued tothe aircraft in a timely manner.

6.5.4 Instrument approach

6.5.4.1 The approach control unit shall specify theinstrument approach procedure to be used by arriving aircraft.A flight crew may request an alternative procedure and, ifcircumstances permit, should be cleared accordingly.

6.5.4.2 If a pilot reports or it is clearly apparent to theATC unit that the pilot is not familiar with an instrumentapproach procedure, the initial approach level, the point (inminutes from the appropriate reporting point) at which baseturn or procedure turn will be started, the level at which theprocedure turn shall be carried out and the final approach trackshall be specified, except that only the last-mentioned need bespecified if the aircraft is to be cleared for a straight-inapproach. The frequency(ies) of the navigation aid(s) to beused as well as the missed approach procedure shall also bespecified when deemed necessary.

6.5.4.3 If visual reference to terrain is established beforecompletion of the approach procedure, the entire proceduremust nevertheless be executed unless the aircraft requests andis cleared for a visual approach.

6.5.5 Holding

6.5.5.1 In the event of extended delays, aircraft shouldbe advised of the anticipated delay as early as possible and,when practicable, be instructed or given the option to reducespeed en route in order to absorb delay.

6.5.5.2 When delay is expected, the ACC shall normallybe responsible for clearing aircraft to the holding fix, and forincluding holding instructions, and expected approach time oronward clearance time, as applicable, in such clearances.(See Section 6.5.8.)

6.5.5.3 After coordination with the approach controlunit, the ACC may clear an arriving aircraft to a visual holdinglocation to hold until further advised by the approach controlunit.

6.5.5.4 After coordination with the aerodrome controltower, the approach control unit may clear an arriving aircraftto a visual holding location to hold until further advised by theaerodrome control tower.

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6.5.5.5 Holding and holding pattern entry shall beaccomplished in accordance with procedures established bythe appropriate ATS authority and published in AIPs. If entryand holding procedures have not been published or if theprocedures are not known to a flight crew, the appropriate airtraffic control unit shall specify the designator of the locationor aid to be used, the inbound track, radial or bearing, directionof turn in the holding pattern as well as the time of theoutbound leg or the distances between which to hold.

6.5.5.6 Aircraft should normally be held at a designatedholding fix. The required minimum vertical, lateral orlongitudinal separation from other aircraft shall be provided.Criteria and procedures for the simultaneous use of adjacentholding patterns shall be prescribed in local instructions.

Note.— See Chapter 5, Section 5.5, concerning separationof aircraft holding in flight.

6.5.5.7 Levels at a holding fix or visual holding locationshall as far as practicable be assigned in a manner that willfacilitate clearing each aircraft to approach in its proper prior-ity. Normally, the first aircraft to arrive over a holding fix orvisual holding location should be at the lowest level, with fol-lowing aircraft at successively higher levels.

6.5.5.8 When extended holding is anticipated, turbojetaircraft should, when practicable, be permitted to hold athigher levels in order to conserve fuel, whilst retaining theirorder in the approach sequence.

6.5.5.9 If an aircraft is unable to comply with thepublished or cleared holding procedure, alternativeinstructions shall be issued.

6.5.5.10 For the purpose of maintaining a safe andorderly flow of traffic, an aircraft may be instructed to orbit atits present or at any other position, provided the requiredobstacle clearance is ensured.

6.5.6 Approach sequence

6.5.6.1 GENERAL

The following procedures shall be applied wheneverapproaches are in progress.

6.5.6.1.1 The approach sequence shall be established in amanner which will facilitate arrival of the maximum numberof aircraft with the least average delay. Priority shall be givento:

a) an aircraft which anticipates being compelled to landbecause of factors affecting the safe operation of theaircraft (engine failure, shortage of fuel, etc.);

b) hospital aircraft or aircraft carrying any sick orseriously injured person requiring urgent medicalattention;

c) aircraft engaged in search and rescue operations; and

d) other aircraft as may be determined by the appropriateauthority.

Note.— An aircraft which has encountered an emergency ishandled as outlined in Chapter 15, Section 15.1.

6.5.6.1.2 Succeeding aircraft shall be cleared forapproach:

a) when the preceding aircraft has reported that it is ableto complete its approach without encountering instru-ment meteorological conditions; or

b) when the preceding aircraft is in communication withand sighted by the aerodrome control tower andreasonable assurance exists that a normal landing canbe accomplished, or

c) when timed approaches are used, the preceding aircrafthas passed the defined point inbound and reasonableassurance exists that a normal landing can beaccomplished;

Note.— See 6.5.6.2.1 concerning timed approachprocedures.

d) when the required longitudinal spacing betweensucceeding aircraft, as observed by radar, has beenestablished.

6.5.6.1.3 In establishing the approach sequence, the needfor increased longitudinal spacing between arriving aircraftdue to wake turbulence shall be taken into account.

6.5.6.1.4 If the pilot of an aircraft in an approachsequence has indicated an intention to hold for weatherimprovement, or for other reasons, such action shall beapproved. However, when other holding aircraft indicateintention to continue their approach-to-land, the pilot desiringto hold will be cleared to an adjacent fix for holding awaitingweather change or re-routing. Alternatively, the aircraft shouldbe given a clearance to place it at the top of the approachsequence so that other holding aircraft may be permitted to

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land. Coordination shall be effected with any adjacent ATCunit or control sector, when required, to avoid conflict with thetraffic under the jurisdiction of that unit or sector.

6.5.6.1.5 When establishing the approach sequence, anaircraft which has been authorized to absorb a specified periodof notified terminal delay by cruising at a reduced speed enroute, should, in so far as practicable, be credited with the timeabsorbed en route.

6.5.6.2 SEQUENCING AND SPACING OF

INSTRUMENT APPROACHES

6.5.6.2.1 TIMED APPROACH PROCEDURES

6.5.6.2.1.1 Subject to approval by the appropriate ATSauthority, the following procedure should be utilized asnecessary to expedite the approaches of a number of arrivingaircraft:

a) a suitable point on the approach path, which shall becapable of being accurately determined by the pilot,shall be specified, to serve as a check point in timingsuccessive approaches;

b) aircraft shall be given a time at which to pass thespecified point inbound, which time shall be deter-mined with the aim of achieving the desired intervalbetween successive landings on the runway whilerespecting the applicable separation minima at alltimes, including the period of runway occupancy.

6.5.6.2.1.2 The time at which aircraft should pass thespecified point shall be determined by the unit providingapproach control service and notified to the aircraft sufficientlyin advance to permit the pilot to arrange the flight pathaccordingly.

6.5.6.2.1.3 Each aircraft in the approach sequence shallbe cleared to pass the specified point inbound at the previouslynotified time, or any revision thereof, after the precedingaircraft has reported passing the point inbound.

6.5.6.2.2 INTERVAL BETWEEN SUCCESSIVE APPROACHES

In determining the time interval or longitudinal distance to beapplied between successive approaching aircraft, the relativespeeds between succeeding aircraft, the distance from thespecified point to the runway, the need to apply waketurbulence separation, runway occupancy times, the prevailingmeteorological conditions as well as any condition which mayaffect runway occupancy times shall be considered. Whenradar is used to establish an approach sequence, the minimumdistance to be established between succeeding aircraft shall be

specified in local instructions. Local instructions shalladditionally specify the circumstances under which anyincreased longitudinal distance between approaches may berequired as well as the minima to be used under suchcircumstances.

6.5.6.2.3 INFORMATION ON APPROACH SEQUENCE

Provision shall be made to ensure that the aerodrome controltower is kept informed of the sequence in which aircraft willbe established on final approach for landing.

Note 1.— Guidance material on factors to be taken intoaccount when determining separation for timed approaches iscontained in the Air Traffic Services Planning Manual(Doc 9426).

Note 2.— Wake turbulence categories and non-radar waketurbulence longitudinal separation minima are contained inChapter 4, Section 4.9 and Chapter 5, Section 5.8,respectively.

Note 3.— Detailed characteristics of wake vortices andtheir effect on aircraft are contained in the Air Traffic ServicesPlanning Manual (Doc 9426), Part II, Section 5.

6.5.7 Expected approach time

6.5.7.1 An expected approach time shall be determinedfor an arriving aircraft that will be subjected to a delay of 10minutes or more or such other period as has been determinedby the appropriate authority. The expected approach time shallbe transmitted to the aircraft as soon as practicable andpreferably not later than at the commencement of its initialdescent from cruising level. A revised expected approach timeshall be transmitted to the aircraft without delay whenever itdiffers from that previously transmitted by 5 minutes or more,or such lesser period of time as has been established by theappropriate ATS authority or agreed between the ATS unitsconcerned.

6.5.7.2 An expected approach time shall be transmittedto the aircraft by the most expeditious means whenever it isanticipated that the aircraft will be required to hold for30 minutes or more.

6.5.7.3 The holding fix to which an expected approachtime relates shall be identified together with the expectedapproach time whenever circumstances are such that thiswould not otherwise be evident to the pilot.

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6.5.8 Onward clearance time

In the event an aircraft is held en route or at a location or aidother than the initial approach fix, the aircraft concerned shall,as soon as practicable, be given an expected onward clearancetime from the holding fix. The aircraft shall also be advised iffurther holding at a subsequent holding fix is expected.

Note.— “Onward clearance time” is the time at which anaircraft can expect to leave the fix at which it is being held.

6.6 INFORMATION FOR ARRIVINGAIRCRAFT

Note.— See Chapter 11, 11.4.3 regarding flight infor-mation messages.

6.6.1 As early as practicable after an aircraft hasestablished communication with the unit providing approachcontrol service, the following elements of information, in theorder listed, shall be transmitted to the aircraft, with theexception of such elements which it is known the aircraft hasalready received:

a) type of approach and runway-in-use;

b) meteorological information, as follows:

1) surface wind direction and speed, includingsignificant variations;

2) visibility and, when applicable, runway visualrange (RVR);

3) present weather;

4) cloud below 1 500 m (5 000 ft) or below thehighest minimum sector altitude, whichever isgreater; cumulonimbus; if the sky is obscured,vertical visibility when available;

5) air temperature;

6) dew point temperature, inclusion determined onthe basis of a regional air navigation agreement;

7) altimeter setting(s);

8) any available information on significant meteoro-logical phenomena in the approach area; and

9) trend-type landing forecast, when available.

Note.— The meteorological information listed above isidentical to that required in ATIS broadcasts for arrivingaircraft as specified in Annex 11, 4.3.7 j) to r) and is to beextracted from local meteorological routine and special reports,in accordance with Chapter 11, 11.4.3.2.2 to 11.4.3.2.3.9.

c) current runway surface conditions, in case ofprecipitants or other temporary hazards;

d) changes in the operational status of visual and non-visual aids essential for approach and landing.

6.6.2 In applying the provisions in 6.7.3.1.1, it should berecognized that information published by NOTAM or dis-seminated by other means may not have been received by theaircraft prior to departure or during en-route flight.

6.6.3 If it becomes necessary or operationally desirablethat an arriving aircraft follow an instrument approachprocedure or use a runway other than that initially stated, theflight crew shall be advised without delay.

6.6.4 At the commencement of final approach, thefollowing information shall be transmitted to aircraft:

a) significant changes in the mean surface wind directionand speed;

Note.— Significant changes are specified in Annex 3,Chapter 4. However, if the controller possesses windinformation in the form of components, the significantchanges are:

— Mean head-wind component: 19 km/h (10 kt)

— Mean tail-wind component: 4 km/h (2 kt)

— Mean cross-wind component: 9 km/h (5 kt)

b) the latest information, if any, on wind shear and/orturbulence in the final approach area;

c) the current visibility representative of the direction ofapproach and landing or, when provided, the currentrunway visual range value(s) and the trend.

6.6.5 During final approach, the following informationshall be transmitted without delay:

a) the sudden occurrence of hazards (e.g. unauthorizedtraffic on the runway);

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b) significant variations in the current surface wind,expressed in terms of minimum and maximum values;

c) significant changes in runway surface conditions;

d) changes in the operational status of required visual ornon-visual aids;

e) changes in observed RVR value(s), in accordance withthe reported scale in use, or changes in the visibilityrepresentative of the direction of approach and landing.

6.7 OPERATIONS ON PARALLEL ORNEAR-PARALLEL RUNWAYS

6.7.1 General

Where parallel or near-parallel runways are used forsimultaneous operations, the requirements and proceduresbelow shall apply.

Note.— Guidance material is contained in the Manual onSimultaneous Operations on Parallel or Near-Parallel Instru-ment Runways (Doc 9643).


6.7.2.1 TYPES OF OPERATION

Parallel runways may be used for independent instrumentdepartures as follows:

a) both runways are used exclusively for departures(independent departures);

b) one runway is used exclusively for departures whilethe other runway is used for a mixture of arrivals anddepartures (semi-mixed operation); and

c) both runways are used for mixed arrivals anddepartures (mixed operation).

6.7.2.2 REQUIREMENTS AND PROCEDURES FOR

INDEPENDENT PARALLEL DEPARTURES

Independent IFR departures may be conducted from parallelrunways provided:

a) the runway centre lines are spaced by the distancespecified in Annex 14, Volume I;

b) the departure tracks diverge by at least 15 degreesimmediately after take-off;

c) suitable surveillance radar capable of identification ofthe aircraft within 2 km (1.0 NM) from the end of therunway is available; and

d) ATS operational procedures ensure that the requiredtrack divergence is achieved.

6.7.3 Arriving aircraft

6.7.3.1 TYPES OF OPERATIONS

6.7.3.1.1 Parallel runways may be used for simultaneousinstrument operations for:

a) independent parallel approaches; or

b) dependent parallel approaches; or

c) segregated parallel operations.

6.7.3.1.2 Whenever parallel approaches are carried out,separate radar controllers should be responsible for thesequencing and spacing of arriving aircraft to each runway.


INDEPENDENT PARALLEL APPROACHES

6.7.3.2.1 Independent parallel approaches may beconducted to parallel runways provided that:

a) the runway centre lines are spaced by the distancespecified in Annex 14, Volume I; and

1) where runway centre lines are spaced by less than1 310 m but not less than 1 035 m, suitablesecondary surveillance radar (SSR) equipment,with a minimum azimuth accuracy of 0.06 degrees(one sigma), an update period of 2.5 seconds orless and a high resolution display providingposition prediction and deviation alert, is available;or

2) where runway centre lines are spaced by less than1 525 m but not less than 1 310 m, SSR equipment

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with performance specifications other than theforegoing may be applied, provided they are equalto or better than those stated under 3) below, andwhen it is determined that the safety of aircraftoperation would not be adversely affected; or

3) where runway centre lines are spaced by 1 525 mor more, suitable surveillance radar with a mini-mum azimuth accuracy of 0.3 degrees (one sigma)or better and update period of 5 seconds or less isavailable;

b) instrument landing system (ILS) and/or microwavelanding system (MLS) approaches are being conductedon both runways;

c) the missed approach track for one approach divergesby at least 30 degrees from the missed approach trackof the adjacent approach;

d) an obstacle survey and evaluation is completed, asappropriate, for the areas adjacent to the final approachsegments;

e) aircraft are advised of the runway identification andILS localizer or MLS frequency as early as possible;

f) radar vectoring is used to intercept the ILS localizercourse or the MLS final approach track;

g) a no transgression zone (NTZ) at least 610 m (2 000 ft)wide is established equidistant between extendedrunway centre lines and is depicted on the radardisplay;

h) separate radar controllers monitor the approaches toeach runway and ensure that when the 300 m (1 000 ft)vertical separation is reduced:

1) aircraft do not penetrate the depicted NTZ; and

2) the applicable minimum longitudinal separationbetween aircraft on the same ILS localizer courseor MLS final approach track is maintained; and

i) if no dedicated radio channels are available for theradar controllers to control the aircraft until landing:

1) transfer of communication of aircraft to therespective aerodrome controller’s frequency is ef-fected before the higher of two aircraft on adjacentfinal approach tracks intercepts the ILS glide path orthe specified MLS elevation angle; and

2) the radar controllers monitoring the approaches toeach runway are provided with the capability tooverride transmissions of aerodrome control on therespective radio channels for each arrival flow.

6.7.3.2.2 As early as practicable after an aircraft hasestablished communication with approach control, the aircraftshall be advised that independent parallel approaches are inforce. This information may be provided through the ATISbroadcasts.

6.7.3.2.3 When vectoring to intercept the ILS localizercourse or MLS final approach track, the final vector shallenable the aircraft to intercept the ILS localizer course or MLSfinal approach track at an angle not greater than 30 degreesand to provide at least 2 km (1.0 NM) straight and level flightprior to ILS localizer course or MLS final approach trackintercept. The vector shall also enable the aircraft to beestablished on the ILS localizer course or MLS final approachtrack in level flight for at least 3.7 km (2.0 NM) prior tointercepting the ILS glide path or specified MLS elevationangle.

6.7.3.2.4 A minimum of 300 m (1 000 ft) verticalseparation or, subject to radar system and radar displaycapabilities, a minimum of 5.6 km (3.0 NM) radar separationshall be provided until aircraft are established:

a) inbound on the ILS localizer course and/or MLS finalapproach track; and

b) within the normal operating zone (NOZ).

6.7.3.2.5 Subject to radar and display system capabilities,a minimum of 5.6 km (3.0 NM) radar separation shall beprovided between aircraft on the same ILS localizer course orMLS final approach track unless increased longitudinalseparation is required due to wake turbulence or for otherreasons.

Note 1.— See Chapter 8, 8.7.4.4.

Note 2.— An aircraft established on an ILS localizercourse or MLS final approach track is separated from anotheraircraft established on an adjacent parallel ILS localizercourse or MLS final approach track provided neither aircraftpenetrates the NTZ as depicted on the radar display.

6.7.3.2.6 When assigning the final heading to interceptthe ILS localizer course or MLS final approach track, therunway shall be confirmed, and the aircraft shall be advised of:

a) its position relative to a fix on the ILS localizer courseor MLS final approach track;

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b) the altitude to be maintained until established on theILS localizer course or MLS final approach track tothe ILS glide path or specified MLS elevation angleintercept point; and

c) if required, clearance for the appropriate ILS or MLSapproach.

6.7.3.2.7 All approaches regardless of meteorologicalconditions shall be radar-monitored. Control instructions andinformation necessary to ensure separation between aircraftand to ensure aircraft do not enter the NTZ shall be issued.

Note 1.— The primary responsibility for navigation on theILS localizer course and/or MLS final approach track restswith the pilot. Control instructions and information are there-fore issued only to ensure separation between aircraft and toensure that aircraft do not penetrate the NTZ.

Note 2.— For the purpose of ensuring an aircraft does notpenetrate the NTZ, the aircraft is considered to be the centreof its radar position symbol. However, the edges of the radarposition symbols representing aircraft executing parallelapproaches are not allowed to touch (see Chapter 8, 8.7.3.6).

6.7.3.2.8 When an aircraft is observed to overshoot theturn-on or to continue on a track which will penetrate the NTZ,the aircraft shall be instructed to return immediately to thecorrect track.

6.7.3.2.9 When an aircraft is observed penetrating theNTZ, the aircraft on the adjacent ILS localizer course or MLSfinal approach track shall be instructed to immediately climband turn to the assigned altitude/height and heading in order toavoid the deviating aircraft. Where parallel approach obstacleassessment surfaces (PAOAS) criteria are applied for theobstacle assessment, the air traffic controller shall not issue theheading instruction to the aircraft below 120 m (400 ft) abovethe runway threshold elevation, and the heading instructionshall not exceed 45 degrees track difference with the ILSlocalizer course or MLS final approach track.

6.7.3.2.10 Radar monitoring shall not be terminated until:

a) visual separation is applied, provided proceduresensure that both radar controllers are advised whenevervisual separation is applied;

b) the aircraft has landed, or in case of a missed approach,is at least 2 km (1.0 NM) beyond the departure end ofthe runway and adequate separation with any othertraffic is established.

Note.— There is no requirement to advise the aircraft thatradar monitoring is terminated.

6.7.3.3 SUSPENSION OF INDEPENDENT PARALLEL

APPROACHES TO CLOSELY-SPACED PARALLEL RUNWAYS

Independent parallel approaches to parallel runways spaced byless than 1 525 m between their centre lines shall be suspendedunder certain meteorological conditions, as prescribed by theappropriate ATS authority, including windshear, turbulence,downdrafts, crosswind and significant meteorological condi-tions such as thunderstorms, which might otherwise increaseILS localizer course and/ or MLS final approach track devia-tions to the extent that safety may be impaired.

Note 1.— The increase in final approach track deviationswould additionally result in an unacceptable level of deviationalerts being generated.

Note 2.— Guidance material relating to meteorologicalconditions is contained in the Manual on SimultaneousOperations on Parallel or Near-Parallel Instrument Runways(Doc 9643).

6.7.3.4 REQUIREMENTS AND PROCEDURES FOR DEPENDENT PARALLEL APPROACHES

6.7.3.4.1 Dependent parallel approaches may beconducted to parallel runways provided:

a) the runway centre lines are spaced by the distancespecified in Annex 14, Volume I;

b) the aircraft are radar vectored to intercept the finalapproach track;

c) suitable surveillance radar with a minimum azimuthaccuracy of 0.3 degrees (one sigma) and update periodof 5 seconds or less is available;

d) ILS and/or MLS approaches are being conducted onboth runways;

e) aircraft are advised that approaches are in use to bothrunways (this information may be provided throughthe ATIS);

f) the missed approach track for one approach divergesby at least 30 degrees from the missed approach trackof the adjacent approach; and

g) approach control has a frequency override capability toaerodrome control.

6.7.3.4.2 A minimum of 300 m (1 000 ft) verticalseparation or a minimum of 5.6 km (3.0 NM) radar separation

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shall be provided between aircraft during turn-on to parallelILS localizer courses and/or MLS final approach tracks.

6.7.3.4.3 The minimum radar separation to be providedbetween aircraft established on the ILS localizer course and/ orMLS final approach track shall be:

a) 5.6 km (3.0 NM) between aircraft on the same ILSlocalizer course or MLS final approach track unlessincreased longitudinal separation is required due towake turbulence; and

b) 3.7 km (2.0 NM) between successive aircraft onadjacent ILS localizer courses or MLS final approachtracks.


SEGREGATED PARALLEL OPERATIONS

6.7.3.5.1 Segregated parallel operations may be con-ducted on parallel runways provided:

a) the runway centre lines are spaced by the distancespecified in Annex 14, Volume I; and

b) the nominal departure track diverges immediately aftertake-off by at least 30 degrees from the missed

approach track of the adjacent approach (seeFigure 6-1).

6.7.3.5.2 The minimum distance between parallelrunway centre lines for segregated parallel operations may bedecreased by 30 m for each 150 m that the arrival runway isstaggered toward the arriving aircraft, to a minimum of 300 m(see Figure 6-2) and should be increased by 30 m for each150 m that the arrival runway is staggered away from thearriving aircraft (see Figure 6-3).

6.7.3.5.3 The following types of approaches may beconducted in segregated parallel operations provided suitablesurveillance radar and the appropriate ground facilitiesconform to the standard necessary for the specific type ofapproach:

a) ILS and/or MLS precision approach;

b) surveillance radar approach (SRA) or precisionapproach radar (PAR) approach; and

c) visual approach.

Note.— Guidance material is contained in the Manual onSimultaneous Operations on Parallel or Near-ParallelInstrument Runways (Doc 9643).

Figure 6-1. Segregated parallel operations (see 6.7.3.5.1 b))

Minimum of760 m 30° or more

Departure track

Missed approach trackApproachtrack

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Figure 6-2. Segregated parallel operations where runways are staggered(see 6.7.3.5.2)

Figure 6-3. Segregated parallel operations where runways are staggered(see 6.7.3.5.2)

30° or more

Departuretrack

Missed approach track

Approachtrack

730 m

150 m

Note. — In the event of a missed approach by a heavy jet aircraft, wake turbulence separation should be applied or, alternatively, measures taken to ensure that the heavy jet aircraft does not overtake an aircraft departing from the adjacent parallel runway.

30° or more

Departuretrack

Missed approach track

Approachtrack

790 m150 m

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PANS-ATM 7-1 1/11/01

CHAPTER 7. PROCEDURES FOR AERODROMECONTROL SERVICE

Note.— This Chapter also includes procedures for theoperation of aeronautical ground lights, see Section 7.14.

7.1 FUNCTIONS OF AERODROMECONTROL TOWERS

7.1.1 General

7.1.1.1 Aerodrome control towers shall issue informationand clearances to aircraft under their control to achieve a safe,orderly and expeditious flow of air traffic on and in thevicinity of an aerodrome with the object of preventingcollision(s) between:

a) aircraft flying within the designated area of responsi-bility of the control tower, including the aerodrometraffic circuits;

b) aircraft operating on the manoeuvring area;

c) aircraft landing and taking off;

d) aircraft and vehicles operating on the manoeuvringarea;

e) aircraft on the manoeuvring area and obstructions onthat area.

7.1.1.2 Aerodrome controllers shall maintain acontinuous watch on all flight operations on and in the vicinityof an aerodrome as well as vehicles and personnel on themanoeuvring area. Watch shall be maintained by visual obser-vation, augmented in low visibility conditions by radar whenavailable. Traffic shall be controlled in accordance with theprocedures set forth herein and all applicable traffic rulesspecified by the appropriate ATS authority. If there are otheraerodromes within a control zone, traffic at all aerodromeswithin such a zone shall be coordinated so that traffic circuitsdo not conflict.

Note.— Provisions for the use of radar in the aerodromecontrol service are contained in Chapter 8, Section 8.10.

7.1.1.3 The functions of an aerodrome control tower maybe performed by different control or working positions, such as:

— aerodrome controller, normally responsible foroperations on the runway and aircraft flying within thearea of responsibility of the aerodrome control tower;

— ground controller, normally responsible for traffic onthe manoeuvring area with the exception of runways;

— clearance delivery position, normally responsible fordelivery of start-up and ATC clearances to departingIFR flights.

7.1.1.4 Where parallel or near-parallel runways are usedfor simultaneous operations, individual aerodrome controllersshould be responsible for operations on each of the runways.

7.1.2 Alerting service provided byaerodrome control towers

7.1.2.1 Aerodrome control towers are responsible foralerting the rescue and fire fighting services whenever:

a) an aircraft accident has occurred on or in the vicinityof the aerodrome; or,

b) information is received that the safety of an aircraftwhich is or will come under the jurisdiction of theaerodrome control tower may have or has beenimpaired; or

c) requested by the flight crew; or

d) when otherwise deemed necessary or desirable.

7.1.2.2 Procedures concerning the alerting of the rescueand fire fighting services shall be contained in local instruc-tions. Such instructions shall specify the type of information tobe provided to the rescue and fire fighting services, includingtype of aircraft and type of emergency and, when available,number of persons on board, and any dangerous goods carriedon the aircraft.

7.1.2.3 Aircraft which fail to report after having beentransferred to an aerodrome control tower, or, having oncereported, cease radio contact and in either case fail to land five

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minutes after the expected landing time, shall be reported tothe approach control unit, ACC or flight information centre, orto the rescue coordination centre or rescue sub-centre, inaccordance with local instructions.

7.1.3 Failure or irregularity of aidsand equipment

Aerodrome control towers shall immediately report in accord-ance with local instructions any failure or irregularity ofoperation in any equipment, light or other device established atan aerodrome for the guidance of aerodrome traffic and flightcrews or required for the provision of air traffic controlservice.

7.2 SELECTION OF RUNWAY-IN-USE

7.2.1 The term “runway-in-use” shall be used to indicatethe runway or runways that, at a particular time, are consideredby the aerodrome control tower to be the most suitable for useby the types of aircraft expected to land or take off at theaerodrome.

Note.— Separate or multiple runways may be designatedrunway-in-use for arriving aircraft and departing aircraft.

7.2.2 Normally, an aircraft will land and take off intowind unless safety, the runway configuration, meteorologicalconditions and available instrument approach procedures or airtraffic conditions determine that a different direction is prefer-able. In selecting the runway-in-use, however, the unitproviding aerodrome control service shall take into consider-ation, besides surface wind speed and direction, other relevantfactors such as the aerodrome traffic circuits, the length ofrunways, and the approach and landing aids available.

7.2.3 If the runway-in-use is not considered suitable forthe operation involved, the flight crew may request permissionto use another runway and, if circumstances permit, should becleared accordingly.

7.3 INFORMATION TO AIRCRAFTBY AERODROME CONTROL TOWERS

7.3.1 Information related tothe operation of aircraft

Note.— See Chapter 11, 11.4.3, regarding flight infor-mation messages.

7.3.1.1 START-UP TIME PROCEDURES

7.3.1.1.1 When so requested by the pilot prior to enginestart, an expected take-off time should be given, unless enginestart time procedures are employed.

7.3.1.1.2 Start-up time procedures should be implementedwhere necessary to avoid congestion and excessive delays onthe manoeuvring area or when warranted by ATFM regula-tions. Start-up time procedures should be contained in localinstructions, and should specify the criteria and conditions fordetermining when and how start-up times shall be calculatedand issued to departing flights.

7.3.1.1.3 When an aircraft is subject to ATFM regula-tions, it should be advised to start up in accordance with itsallocated slot time.

7.3.1.1.4 When delay for a departing aircraft is antici-pated to be less than a time period specified by the appropriateATS authority, an aircraft should be cleared to start-up at itsown discretion.

7.3.1.1.5 When delay for a departing aircraft is antici-pated to exceed a time period specified by the appropriate ATSauthority, the aerodrome control tower should issue anexpected start-up time to an aircraft requesting start-up.

7.3.1.1.6 A start-up clearance shall only be withheldunder circumstances or conditions specified by the appropriateATS authority.

7.3.1.1.7 If a start-up clearance is withheld, the flightcrew shall be advised of the reason.

7.3.1.2 AERODROME AND METEOROLOGICAL

INFORMATION

7.3.1.2.1 Prior to taxiing for take-off, aircraft shall beadvised of the following elements of information, in the orderlisted, with the exception of such elements which it is knownthe aircraft has already received:

a) the runway to be used;

b) the surface wind direction and speed, including signif-icant variations therefrom;

c) the QNH altimeter setting and, either on a regular basisin accordance with local arrangements or if sorequested by the aircraft, the QFE altimeter setting;

d) the air temperature for the runway to be used, in thecase of turbine-engined aircraft;

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e) the visibility representative of the direction of take-offand initial climb, if less than 10 km, or, when appli-cable, the RVR value(s) for the runway to be used;

f) the correct time.

Note.— The meteorological information listed above is tofollow the criteria used for meteorological local routine andspecial reports, in accordance with Chapter 11, 11.4.3.2.2to 11.4.3.2.3.9.

7.3.1.2.2 Prior to take-off aircraft shall be advised of:

a) any significant changes in the surface wind directionand speed, the air temperature, and the visibility orRVR value(s) given in accordance with 7.3.1.2.1;

b) significant meteorological conditions in the take-offand climb-out area, except when it is known that theinformation has already been received by the aircraft.

Note.— Significant meteorological conditions in thiscontext include the occurrence or expected occurrence ofcumulonimbus or thunderstorm, moderate or severe turbu-lence, wind shear, hail, moderate or severe icing, severesquall line, freezing precipitation, severe mountain waves,sand storm, dust storm, blowing snow, tornado or waterspoutin the take-off and climb-out area.

7.3.1.2.3 Prior to entering the traffic circuit orcommencing its approach to land, an aircraft shall be providedwith the following elements of information, in the order listed,with the exception of such elements which it is known theaircraft has already received:


b) the surface wind direction and speed, including signif-icant variations therefrom;

c) the QNH altimeter setting and, either on a regular basisin accordance with local arrangements or, if sorequested by the aircraft, the QFE altimeter setting.

Note.— The meteorological information listed above is tofollow the criteria used for meteorological local routine andspecial reports, in accordance with Chapter 11, 11.4.3.2.2 to11.4.3.2.3.9.

7.3.1.3 ESSENTIAL LOCAL TRAFFIC INFORMATION

7.3.1.3.1 Information on essential local traffic shall beissued in a timely manner, either directly or through the unit

providing approach control service when, in the judgment ofthe aerodrome controller, such information is necessary in theinterests of safety, or when requested by aircraft.

7.3.1.3.2 Essential local traffic shall be considered toconsist of any aircraft, vehicle or personnel on or near themanoeuvring area or traffic operating in the vicinity of theaerodrome, which may constitute a hazard to the aircraftconcerned.

7.3.1.3.3 Essential local traffic shall be described so as tobe easily identified.

7.3.1.4 RUNWAY INCURSION OR OBSTRUCTED RUNWAY

7.3.1.4.1 In the event the aerodrome controller, after atake-off clearance or a landing clearance has been issued,becomes aware of a runway incursion or the imminent occur-rence thereof, or the existence of any obstruction on or in closeproximity to the runway likely to impair the safety of anaircraft taking off or landing, appropriate action shall be takenas follows:

a) cancel the take-off clearance for a departing aircraft;

b) instruct a landing aircraft to execute a go-around ormissed approach;

c) in all cases inform the aircraft of the runway incursionor obstruction and its location in relation to therunway.

Note.— Animals and flocks of birds may constitute anobstruction with regard to runway operations. In addition, anaborted take-off or a go-around executed after touchdown mayexpose the aeroplane to the risk of overrunning the runway.Moreover, a low altitude missed approach may expose theaeroplane to the risk of a tail strike. Pilots may, therefore,have to exercise their judgement in accordance with Annex 2,2.4 concerning the authority of the pilot-in-command of anaircraft.

7.3.1.4.2 Following any occurrence involving an obstruc-tion on the runway or a runway incursion, pilots and control-lers shall complete an air traffic incident report in accordancewith the ICAO model air traffic incident report form.

7.3.1.5 WAKE TURBULENCE AND JET BLAST HAZARDS

7.3.1.5.1 Aerodrome controllers shall, when applicable,apply the wake turbulence separation minima specified inChapter 5, Section 5.8. Whenever the responsibility forwake turbulence avoidance rests with the pilot-in-command,

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aerodrome controllers shall, to the extent practicable, adviseaircraft of the expected occurrence of hazards caused byturbulent wake.

Note.— Occurrence of turbulent wake hazards cannot beaccurately predicted and aerodrome controllers cannot assumeresponsibility for the issuance of advice on such hazards at alltimes, nor for its accuracy. Information on hazards due towake vortices is contained in the Air Traffic Services PlanningManual (Doc 9426), Part II, Section 5. Wake turbulencecategories of aircraft are specified in Chapter 4, 4.9.1.

7.3.1.5.2 In issuing clearances or instructions, air trafficcontrollers should take into account the hazards caused by jetblast and propeller slipstream to taxiing aircraft, to aircrafttaking off or landing, particularly when intersecting runwaysare being used, and to vehicles and personnel operating on theaerodrome.

Note.— Jet blast and propeller slipstream can producelocalized wind velocities of sufficient strength to cause damageto other aircraft, vehicles and personnel operating within theaffected area.

7.3.1.6 ABNORMAL AIRCRAFT CONFIGURATION

AND CONDITION

7.3.1.6.1 Whenever an abnormal configuration orcondition of an aircraft, including conditions such as landinggear not extended or only partly extended, or unusual smokeemissions from any part of the aircraft, is observed by orreported to the aerodrome controller, the aircraft concernedshall be advised without delay.

7.3.1.6.2 When requested by the flight crew of adeparting aircraft suspecting damage to the aircraft, thedeparture runway used shall be inspected without delay andthe flight crew advised in the most expeditious manner as towhether any aircraft debris or bird or animal remains havebeen found or not.

7.4 ESSENTIAL INFORMATION ONAERODROME CONDITIONS

Note.— See Chapter 11, 11.4.3.4 regarding messagescontaining information on aerodrome conditions.

7.4.1 Essential information on aerodrome conditions isinformation necessary to safety in the operation of aircraft,which pertains to the movement area or any facilities usuallyassociated therewith. For example, construction work on a taxi

strip not connected to the runway-in-use would not be essentialinformation to any aircraft except one that might be taxied inthe vicinity of the construction work. As another example, ifall traffic must be confined to runways, that fact should beconsidered as essential aerodrome information to any aircraftnot familiar with the aerodrome.

7.4.2 Essential information on aerodrome conditionsshall include information relating to the following:

a) construction or maintenance work on, or immediatelyadjacent to the movement area;

b) rough or broken surfaces on a runway, a taxiway or anapron, whether marked or not;

c) snow, slush or ice on a runway, a taxiway or an apron;

d) water on a runway, a taxiway or an apron;

e) snow banks or drifts adjacent to a runway, a taxiway oran apron;

f) other temporary hazards, including parked aircraft andbirds on the ground or in the air;

g) failure or irregular operation of part or all of theaerodrome lighting system;

h) any other pertinent information.

Note.— Up-to-date information on the conditions on apronsmay not always be available to the aerodrome control tower.The responsibility of the aerodrome control tower in relation toaprons is, with respect to the provisions of 7.4.1 and 7.4.2,limited to the transmission to aircraft of the information whichis provided to it by the authority responsible for the aprons.

7.4.3 Essential information on aerodrome conditionsshall be given to every aircraft, except when it is known thatthe aircraft already has received all or part of the informationfrom other sources. The information shall be given insufficient time for the aircraft to make proper use of it, and thehazards shall be identified as distinctly as possible.

Note.— “Other sources” include NOTAM, ATISbroadcasts, and the display of suitable signals.

7.4.4 When a not previously notified condition pertainingto the safe use by aircraft of the manoeuvring area is reportedto or observed by the controller, the appropriate aerodromeauthority shall be informed and operations on that part of themanoeuvring area terminated until otherwise advised by theappropriate aerodrome authority.

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7.5 CONTROL OF AERODROME TRAFFIC

7.5.1 General

As the view from the flight deck of an aircraft is normallyrestricted, the controller shall ensure that instructions andinformation which require the flight crew to employ visualdetection, recognition and observation are phrased in a clear,concise and complete manner.

7.5.2 Designated positions of aircraft in theaerodrome traffic and taxi circuits

The following positions of aircraft in the traffic and taxicircuits are the positions where the aircraft normally receiveaerodrome control tower clearances. The aircraft should bewatched closely as they approach these positions so that properclearances may be issued without delay. Where practicable, allclearances should be issued without waiting for the aircraft toinitiate the call.

Position 1. Aircraft initiates call to taxi for departing flight.Runway-in-use information and taxi clearances given.

Position 2. If there is conflicting traffic, the departingaircraft will be held at this position. Engine run-up will, whenrequired, normally be performed here.

Position 3. Take-off clearance is issued here, if notpracticable at position 2.

Position 4. Clearance to land is issued here as practicable.

Position 5. Clearance to taxi to apron is issued here.

Position 6. Parking information issued here, if necessary.

Note 1.— Arriving aircraft executing an instrumentapproach procedure will normally enter the traffic circuit onfinal except when visual manoeuvring to the landing runway isrequired.

Note 2.— See Figure 7-1.

7.5.3 Traffic on the manoeuvring area

7.5.3.1 CONTROL OF TAXIING AIRCRAFT

7.5.3.1.1 TAXI CLEARANCE

7.5.3.1.1.1 Prior to issuing a taxi clearance, the controllershall determine where the aircraft concerned is parked. Taxiclearances shall contain concise instructions and adequateinformation so as to assist the flight crew to follow the correct

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Figure 7-1. Designated positions of aircraft from an aerodrome control tower viewpoint (see 7.5.2).

4

Apron

Runway-in-use

TaxiwayTaxiway

1

2

3 5

6

Final

Downwind

Base leg


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taxi routes, to avoid collision with other aircraft or objects andto minimize the potential for the aircraft inadvertently enteringan active runway.

7.5.3.1.1.2 When a taxi clearance contains a taxi limitbeyond a runway, it shall contain an explicit clearance to crossor an instruction to hold short of that runway.

7.5.3.1.1.3 The appropriate ATS authority shouldwhenever practicable publish in the national AIP standard taxiroutes to be used at an aerodrome. Standard taxi routes shouldbe identified by appropriate designators and should be used intaxi clearances.

7.5.3.1.1.4 Where standard taxi routes have not beenpublished, a taxi route should, whenever possible, be describedby use of taxiway and runway designators. Other relevantinformation, such as an aircraft to follow or give way to, shallalso be provided to a taxiing aircraft.

7.5.3.1.2 TAXIING ON A RUNWAY-IN-USE

7.5.3.1.2.1 For the purpose of expediting air traffic,aircraft may be permitted to taxi on the runway-in-use,provided no delay or risk to other aircraft will result. Wherecontrol of taxiing aircraft is provided by a ground controllerand the control of runway operations by an aerodromecontroller, the use of a runway by taxiing aircraft shall be

coordinated with and approved by the aerodrome controller.Communication with the aircraft concerned should betransferred from the ground controller to the aerodromecontroller prior to the aircraft entering the runway.

7.5.3.1.2.2 If the control tower is unable to determine,either visually or by radar, that a vacating or crossing aircrafthas cleared the runway, the aircraft shall be requested to reportwhen it has vacated the runway. The report shall be madewhen the entire aircraft is beyond the relevant runway-holdingposition.

7.5.3.1.3 USE OF RUNWAY-HOLDING POSITIONS

7.5.3.1.3.1 Except as provided in 7.5.3.1.3.2 or asprescribed by the appropriate ATS authority, aircraft shall notbe held closer to a runway-in-use than at a runway-holdingposition.

Note.— Runway-holding position locations in relation torunways are specified in Annex 14, Volume I, Chapter 5.

7.5.3.1.3.2 Aircraft shall not be permitted to line up andhold on the approach end of a runway-in-use whenever anotheraircraft is effecting a landing, until the landing aircraft haspassed the point of intended holding.


Figure 7-2. Method of holding aircraft (see 7.5.3.1.3.2)

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7.5.3.1.4 HELICOPTER TAXIING OPERATIONS

7.5.3.1.4.1 When necessary for a wheeled helicopter orvertical take-off and landing (VTOL) aircraft to taxi on thesurface, the following provisions are applicable.

Note.— Ground taxiing uses less fuel than air-taxiing andminimizes air turbulence. However, under certain conditions,such as rough, soft or uneven terrain, it may become necessaryto air-taxi for safety considerations. Helicopters witharticulating rotors (usually designs with three or more mainrotor blades) are subject to “ground resonance” and may, onrare occasions, suddenly lift off the ground to avoid severedamage or destruction.

7.5.3.1.4.2 When it is requested or necessary for ahelicopter to proceed at a slow speed above the surface,normally below 37 km/h (20 kt) and in ground effect, air-taxiing may be authorized.

Note.— Air-taxiing consumes fuel at a high burn rate, andhelicopter downwash turbulence (produced in ground effect)increases significantly with larger and heavier helicopters.

7.5.3.1.4.3 Instructions which require small aircraft orhelicopters to taxi in close proximity to taxiing helicoptersshould be avoided and consideration should be given to theeffect of turbulence from taxiing helicopters on arriving anddeparting light aircraft.

7.5.3.1.4.4 A frequency change should not be issued tosingle-pilot helicopters hovering or air-taxiing. Wheneverpossible, control instructions from the next ATS unit should berelayed as necessary until the pilot is able to change frequency.

Note.— Most light helicopters are flown by one pilot andrequire the constant use of both hands and feet to maintaincontrol during low-altitude/low-level flight. Although flightcontrol friction devices assist the pilot, changing frequencynear the ground could result in inadvertent ground contact andconsequent loss of control.

7.5.3.2 CONTROL OF OTHER THAN AIRCRAFT TRAFFIC

7.5.3.2.1 ENTRY TO THE MANOEUVRING AREA

The movement of pedestrians or vehicles on the manoeuvringarea shall be subject to authorization by the aerodrome controltower. Persons, including drivers of all vehicles, shall berequired to obtain authorization from the aerodrome controltower before entry to the manoeuvring area. Notwithstandingsuch an authorization, entry to a runway or runway strip orchange in the operation authorized shall be subject to a furtherspecific authorization by the aerodrome control tower.

7.5.3.2.2 PRIORITY ON THE MANOEUVRING AREA

7.5.3.2.2.1 All vehicles and pedestrians shall give way toaircraft which are landing, taxiing or taking off, except thatemergency vehicles proceeding to the assistance of an aircraftin distress shall be afforded priority over all other surfacemovement traffic. In the latter case, all movement of surfacetraffic should, to the extent practicable, be halted until it isdetermined that the progress of the emergency vehicles willnot be impeded.

7.5.3.2.2.2 When an aircraft is landing or taking off,vehicles shall not be permitted to hold closer to the runway-in-use than:

a) at a taxiway/runway intersection — at a runway-holding position; and

b) at a location other than a taxiway/runway intersection— at a distance equal to the separation distance of therunway-holding position.

7.5.3.2.3 COMMUNICATION REQUIREMENTS

7.5.3.2.3 AND VISUAL SIGNALS

7.5.3.2.3.1 At controlled aerodromes all vehiclesemployed on the manoeuvring area shall be capable of main-taining two-way radiocommunication with the aerodromecontrol tower, except when the vehicle is only occasionallyused on the manoeuvring area and is:

a) accompanied by a vehicle with the required communi-cations capability, or

b) employed in accordance with a pre-arranged planestablished with the aerodrome control tower.

7.5.3.2.3.2 When communications by a system of visualsignals is deemed to be adequate, or in the case of radio-communication failure, the signals given hereunder shall havethe meaning indicated therein:

Light signal from aerodrome control Meaning

Green flashes Permission to cross landing area orto move onto taxiway

Steady red StopRed flashes Move off the landing area or taxiway

and watch out for aircraftWhite flashes Vacate manoeuvring area in accord-

ance with local instructions

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7.5.3.2.3.3 In emergency conditions or if the signals in7.5.3.2.3.2 are not observed, the signal given hereunder shallbe used for runways or taxiways equipped with a lightingsystem and shall have the meaning indicated therein.

7.5.3.2.3.4 When employed in accordance with a planpre-arranged with the aerodrome control tower, constructionaland maintenance personnel should not normally be required tobe capable of maintaining two-way radiocommunication withthe aerodrome control tower.

7.6 CONTROL OF TRAFFIC IN THETRAFFIC CIRCUIT

7.6.1 General

7.6.1.1 Aircraft in the traffic circuit shall be controlled toprovide the separation minima outlined in 7.8.2, 7.9.1 and 7.10and Chapter 5, Section 5.8, except that:

a) aircraft in formation are exempted from the separationminima with respect to separation from other aircraftof the same flight;

b) aircraft operating in different areas or differentrunways on aerodromes suitable for simultaneouslandings or take-offs are exempted from the separationminima;

c) separation minima shall not apply to aircraft operatingunder military necessity in accordance withChapter 16, Section 16.1.

7.6.1.2 Sufficient separation shall be effected betweenaircraft in flight in the traffic circuit to allow the spacing ofarriving and departing aircraft as outlined in 7.8.2, 7.9.1 and7.10 and Chapter 5, Section 5.8.

7.6.2 Entry of traffic circuit

7.6.2.1 The clearance to enter the traffic circuit should beissued to an aircraft whenever it is desired that the aircraftapproach the landing area in accordance with current trafficcircuits but traffic conditions do not yet allow a landing

clearance to be issued. Depending on the circumstances andtraffic conditions, an aircraft may be cleared to join at anyposition in the traffic circuit.

7.6.2.2 An arriving aircraft executing an instrumentapproach shall normally be cleared to land straight in unlessvisual manoeuvring to the landing runway is required.

7.6.3 Priority for landing

7.6.3.1 If an aircraft enters an aerodrome traffic circuitwithout proper authorization, it shall be permitted to land if itsactions indicate that it so desires. If circumstances warrant,aircraft which are in contact with the controller may beinstructed by the controller to give way so as to remove assoon as possible the hazard introduced by such unauthorizedoperation. In no case shall permission to land be withheldindefinitely.

7.6.3.2 In cases of emergency it may be necessary, in theinterests of safety, for an aircraft to enter a traffic circuit andeffect a landing without proper authorization. Controllersshould recognize the possibilities of emergency action andrender all assistance possible.

7.6.3.3 Priority shall be given to:

a) an aircraft which anticipates being compelled to landbecause of factors affecting the safe operation of theaircraft (engine failure, shortage of fuel, etc.);

b) hospital aircraft or aircraft carrying any sick orseriously injured persons requiring urgent medicalattention;

c) aircraft engaged in search and rescue operations; and

d) other aircraft as may be determined by the appropriateauthority.

Note.— An aircraft which has encountered an emergency ishandled as outlined in Chapter 15, Section 15.1.

7.7 ORDER OF PRIORITY FOR ARRIVINGAND DEPARTING AIRCRAFT

An aircraft landing or in the final stages of an approach to landshall normally have priority over an aircraft intending to departfrom the same or an intersecting runway.

Light signal MeaningFlashing runway or taxiway lights

Vacate the runway and observe thetower for light signal

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7.8 CONTROL OF DEPARTING AIRCRAFT

7.8.1 Departure sequence

Departures shall normally be cleared in the order in which theyare ready for take-off, except that deviations may be madefrom this order of priority to facilitate the maximum numberof departures with the least average delay. Factors whichshould be considered in relation to the departure sequenceinclude, inter alia:

a) types of aircraft and their relative performance;

b) routes to be followed after take-off;

c) any specified minimum departure interval betweentake-offs;

d) need to apply wake turbulence separation minima;

e) aircraft which should be afforded priority; and

f) aircraft subject to ATFM requirements.

Note 1.— See also Chapter 6, 6.3.3.

Note 2.— For aircraft subject to ATFM requirements, it isthe responsibility of the pilot and the operator to ensure that

the aircraft is ready to taxi in time to meet any requireddeparture time, bearing in mind that once a departuresequence is established on the taxiway system, it can bedifficult, and sometimes impossible, to change the order.

7.8.2 Separation of departing aircraft

Except as provided in 7.10 and Chapter 5, Section 5.8, adeparting aircraft will not normally be permitted to commencetake-off until the preceding departing aircraft has crossed theend of the runway-in-use or has started a turn or until allpreceding landing aircraft are clear of the runway-in-use.


Note 2.— Wake turbulence categories and longitudinalseparation minima are contained in Chapter 4, Section 4.9and Chapter 5, Section 5.8, respectively. Wake turbulenceradar separation minima are contained in Chapter 8, Section8.7.

Note 3.— See 7.5.3.1.2.2.

7.8.3 Take-off clearance

7.8.3.1 Take-off clearance may be issued to an aircraftwhen there is reasonable assurance that the separation in 7.8.2,

Figure 7-3. Separation between departing and arriving aircraft (see 7.8.2 and 7.9.1)

C

B

A

Runway-in-use

Position limits to be reached by a landed aircraft (A) or a departing aircraft (B or C) before an arriving aircraft maybe cleared to cross the threshold of the runway-in-use or a departing aircraft may be cleared to take off, unlessotherwise prescribed by the appropriate ATS authority in accordance with 7.8.2 and 7.9.1.

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or prescribed in accordance with 7.10, will exist when the air-craft commences take-off.

7.8.3.2 When an ATC clearance is required prior to take-off, the take-off clearance shall not be issued until the ATCclearance has been transmitted to and acknowledged by theaircraft concerned. The ATC clearance shall be forwarded tothe aerodrome control tower with the least possible delay afterreceipt of a request made by the tower or prior to such requestif practicable.

7.8.3.3 Subject to 7.8.3.2, the take-off clearance shall beissued when the aircraft is ready for take-off and at orapproaching the departure runway, and the traffic situationpermits. To reduce the potential for misunderstanding, thetake-off clearance shall include the designator of the departurerunway.

7.8.3.4 In the interest of expediting traffic, a clearancefor immediate take-off may be issued to an aircraft before itenters the runway. On acceptance of such clearance the aircraftshall taxi out to the runway and take off in one continuousmovement.

7.9 CONTROL OF ARRIVING AIRCRAFT

7.9.1 Separation of landing aircraft and preceding landing and departing aircraft

using the same runway

Except as provided in 7.10 and Chapter 5, Section 5.8, alanding aircraft will not normally be permitted to cross therunway threshold on its final approach until the precedingdeparting aircraft has crossed the end of the runway-in-use, orhas started a turn, or until all preceding landing aircraft areclear of the runway-in-use.


Note 2.— Wake turbulence categories of aircraft andlongitudinal separation minima are contained in Chapter 4,Section 4.9 and Chapter 5, Section 5.8, respectively.

Note 3.— See 7.5.3.1.2.2.

7.9.2 Clearance to land

An aircraft may be cleared to land when there is reasonableassurance that the separation in 7.9.1, or prescribed in accord-ance with 7.10 will exist when the aircraft crosses the runway

threshold, provided that a clearance to land shall not be issueduntil a preceding landing aircraft has crossed the runwaythreshold. To reduce the potential for misunderstanding, thelanding clearance shall include the designator of the landingrunway.

7.9.3 Landing and roll-out manoeuvres

7.9.3.1 When necessary or desirable in order to expeditetraffic, a landing aircraft may be requested to:

a) hold short of an intersecting runway after landing;

b) land beyond the touchdown zone of the runway;

c) vacate the runway at a specified exit taxiway;

d) expedite vacating the runway.

7.9.3.2 In requesting a landing aircraft to perform aspecific landing and/or roll-out manoeuvre, the type of aircraft,runway length, location of exit taxiways, reported brakingaction on runway and taxiway, and prevailing meteorologicalconditions shall be considered. A HEAVY aircraft shall not berequested to land beyond the touchdown zone of a runway.

7.9.3.3 If the pilot-in-command considers that he or sheis unable to comply with the requested operation, thecontroller shall be advised without delay.

7.9.3.4 When necessary or desirable, e.g. due to lowvisibility conditions, a landing or a taxiing aircraft may beinstructed to report when a runway has been vacated. Thereport shall be made when the entire aircraft is beyond therelevant runway-holding position.

7.10 REDUCED RUNWAY SEPARATIONMINIMA BETWEEN AIRCRAFT

USING THE SAME RUNWAY

7.10.1 Provided that an appropriate, documented safetyassessment has shown that an acceptable level of safety can bemet, lower minima than those in 7.8.2 and 7.9.1 may beprescribed by the appropriate ATS authority, after consultationwith the operators. The safety assessment shall be carried outfor each runway for which the reduced minima are intended,taking into account factors such as:

a) runway length;

b) aerodrome layout; and

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c) types/categories of aircraft involved.

7.10.2 All applicable procedures related to the applica-tion of reduced runway separation minima shall be publishedin the Aeronautical Information Publication as well as in localair traffic control instructions. Controllers shall be providedwith appropriate and adequate training in the use of theprocedures.

7.10.3 Reduced runway separation minima shall only beapplied during the hours of daylight from 30 minutes afterlocal sunrise to 30 minutes before local sunset.

7.10.4 For the purpose of reduced runway separation,aircraft shall be classified as follows:

a) Category 1 aircraft: single-engine propeller aircraftwith a maximum certificated take-off mass of 2 000 kgor less;

b) Category 2 aircraft: single-engine propeller aircraftwith a maximum certificated take-off mass of morethan 2 000 kg but less than 7 000 kg; and twin-enginepropeller aircraft with a maximum certificated take-offmass of less than 7 000 kg;

c) Category 3 aircraft: all other aircraft.

7.10.5 Reduced runway separation minima shall notapply between a departing aircraft and a preceding landingaircraft.

7.10.6 Reduced runway separation minima shall besubject to the following conditions:

a) wake turbulence separation minima shall be applied;

b) visibility shall be at least 5 km and ceiling shall not belower than 300 m (1 000 ft);

c) tail wind component shall not exceed 5 kt;

d) there shall be available means, such as suitablelandmarks, to assist the controller in assessing thedistances between aircraft. A surface surveillancesystem that provides the air traffic controller withposition information on aircraft may be utilized,provided that approval for operational use of suchequipment includes a safety assessment to ensure thatall requisite operational and performance requirementsare met;

e) minimum separation continues to exist between twodeparting aircraft immediately after take-off of thesecond aircraft;

f) traffic information shall be provided to the flight crewof the succeeding aircraft concerned; and

g) the braking action shall not be adversely affected byrunway contaminants such as ice, slush, snow, water,etc.

7.10.7 Reduced runway separation minima which maybe applied at an aerodrome shall be determined for eachseparate runway. The separation to be applied shall in no casebe less than the following minima:

a) landing aircraft:

1) a succeeding landing Category 1 aircraft may crossthe runway threshold when the preceding aircraftis a Category 1 or 2 aircraft which either:

i) has landed and passed a point at least 600 mfrom the threshold of the runway, is in motionand will vacate the runway without back-tracking; or

ii) is airborne and has passed a point at least600 m from the threshold of the runway;

2) a succeeding landing Category 2 aircraft may crossthe runway threshold when the preceding aircraftis a Category 1 or 2 aircraft which either:

i) has landed and has passed a point at least1 500 m from the threshold of the runway, is inmotion and will vacate the runway withoutbacktracking; or

ii) is airborne and has passed a point at least1 500 m from the threshold of the runway;

3) a succeeding landing aircraft may cross the runwaythreshold when a preceding Category 3 aircraft:

i) has landed and has passed a point at least2 400 m from the threshold of the runway, is inmotion and will vacate the runway withoutbacktracking; or

ii) is airborne and has passed a point at least2 400 m from the threshold of the runway;

b) departing aircraft:

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1) a Category 1 aircraft may be cleared for take-offwhen the preceding departing aircraft is aCategory 1 or 2 aircraft which is airborne and haspassed a point at least 600 m from the position ofthe succeeding aircraft;

2) a Category 2 aircraft may be cleared for take-offwhen the preceding departing aircraft is aCategory 1 or 2 aircraft which is airborne and haspassed a point at least 1 500 m from the positionof the succeeding aircraft; and

3) an aircraft may be cleared for take-off when apreceding departing Category 3 aircraft is airborneand has passed a point at least 2 400 m from theposition of the succeeding aircraft.

7.10.7.1 Consideration should be given to increased sep-aration between high performance single-engine aircraft andpreceding Category 1 or 2 aircraft.

7.11 PROCEDURES FOR LOW VISIBILITYOPERATIONS

7.11.1 Control of aerodrome surface trafficin conditions of low visibility

Note.— These procedures apply whenever conditions aresuch that all or part of the manoeuvring area cannot bevisually monitored from the control tower. Additionalrequirements which apply when category II/III approaches arebeing conducted are specified in Section 7.11.2.

7.11.1.1 When there is a requirement for traffic tooperate on the manoeuvring area in conditions of visibilitywhich prevent the aerodrome control tower from applyingvisual separation between aircraft, and between aircraft andvehicles, the following shall apply:

7.11.1.1.1 At the intersection of taxiways, an aircraft orvehicle on a taxiway shall not be permitted to hold closer tothe other taxiway than the holding position limit defined by aclearance bar, stop bar or taxiway intersection markingaccording to the specifications in Annex 14, Volume I,Chapter 5.

7.11.1.1.2 The longitudinal separation on taxiways shallbe as specified for each particular aerodrome by theappropriate ATS authority. This separation shall take intoaccount the characteristics of the aids available forsurveillance and control of ground traffic, the complexity of

the aerodrome layout and the characteristics of the aircraftusing the aerodrome.

Note.— The Manual of Surface Movement Guidance andControl Systems (SMGCS) (Doc 9476) provides guidance onsurface movement guidance and control components andprocedures for low visibility operations.

7.11.2 Procedures for control of aerodrome trafficwhen category II/III approaches are in use

7.11.2.1 The appropriate ATS authority shall establishprovisions applicable to the start and continuation of precisionapproach category II/III operations as well as departureoperations in RVR conditions less than a value of 550 m.

7.11.3 Low visibility operations shall be initiated by orthrough the aerodrome control tower.

7.11.4 The aerodrome control tower shall inform theapproach control unit concerned when procedures forprecision approach category II/III and low visibility operationswill be applied and also when such procedures are no longerin force.

7.11.5 Provisions regarding low visibility operationsshould specify:

a) the RVR value(s) at which the low visibility operationsprocedures shall be implemented;

b) the minimum ILS/MLS equipment requirements forcategory II/III operations;

c) other facilities and aids required for category II/IIIoperations, including aeronautical ground lights, whichshall be monitored for normal operation;

d) the criteria for and the circumstances under whichdowngrading of the ILS/MLS equipment fromcategory II/III operations capability shall be made;

e) the requirement to report any relevant equipmentfailure and degradation, without delay, to the flightcrews concerned, the approach control unit, and anyother appropriate organization;

f) special procedures for the control of traffic on themanoeuvring area, including;

1) the runway-holding positions to be used;

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2) the minimum distance between an arriving and adeparting aircraft to ensure protection of thesensitive and critical areas;

3) procedures to verify that aircraft and vehicles havevacated the runway;

4) procedures applicable to the separation of aircraftand vehicles;

g) applicable spacing between successive approachingaircraft;

h) action(s) to be taken in the event low visibilityoperations need to be discontinued, e.g. due toequipment failures; and

i) any other relevant procedures or requirements.

Note.— Further information regarding the requirementsfor low visibility operations can be found in the Air TrafficServices Planning Manual (Doc 9426) and the All WeatherOperations Manual (Doc 9365).

7.11.6 The aerodrome control tower shall, prior to aperiod of application of low visibility procedures, establish arecord of vehicles and persons currently on the manoeuvringarea and maintain this record during the period of applicationof these procedures to assist in assuring the safety ofoperations on that area.

Note.— See also 7.5.3.2.

7.12 SUSPENSION OF VISUAL FLIGHT RULESOPERATIONS

7.12.1 Any or all VFR operations on and in the vicinityof an aerodrome may be suspended by any of the followingunits, persons or authorities whenever safety requires suchaction:

a) the approach control unit or the appropriate ACC;

b) the aerodrome control tower;

c) the appropriate ATS authority.

7.12.2 All such suspensions of VFR operations shall beaccomplished through or notified to the aerodrome controltower.

7.12.3 The following procedures shall be observed by theaerodrome control tower whenever VFR operations aresuspended:

a) hold all VFR departures;

b) recall all local flights operating under VFR or obtainapproval for special VFR operations;

c) notify the approach control unit or ACC as appropriateof the action taken;

d) notify all operators, or their designated representatives,of the reason for taking such action, if necessary orrequested.

7.13 AUTHORIZATION OF SPECIALVFR FLIGHTS

7.13.1 When traffic conditions permit, special VFRflights may be authorized subject to the approval of the unitproviding approach control service and the provisions of7.13.1.3.

7.13.1.1 Requests for such authorization shall be handledindividually.

7.13.1.2 Separation shall be effected between all IFRflights and special VFR flights in accordance with separationminima in Chapters 5 and 6 and, when so prescribed by theappropriate ATS authority, between all special VFR flights inaccordance with separation minima prescribed by thatauthority.

7.13.1.3 When the ground visibility is not less than1 500 m, special VFR flights may be authorized to: enter acontrol zone for the purpose of landing, take off and departfrom a control zone, cross a control zone or operate locallywithin a control zone.

Note.— Requirements for two-way communicationsbetween controlled flights and the appropriate air trafficcontrol unit are contained in Annex 2, 3.6.5.

7.14 AERONAUTICAL GROUND LIGHTS

7.14.1 Operation

Note.— The procedures in this Section apply to allaerodromes, whether or not aerodrome control service is

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provided. In addition, the procedures in 7.14.2.1 apply to allaeronautical ground lights, whether or not they are on or inthe vicinity of an aerodrome.

7.14.2 General

7.14.2.1 All aeronautical ground lights shall be operated,except as provided in 7.14.2.2 and 7.14.3:

a) continuously during the hours of darkness or duringthe time the centre of the sun’s disc is more than 6degrees below the horizon, whichever requires thelonger period of operation, unless otherwise providedhereafter or otherwise required for the control of airtraffic;

b) at any other time when their use, based onmeteorological conditions, is considered desirable forthe safety of air traffic.

7.14.2.2 Lights on and in the vicinity of aerodromes thatare not intended for en-route navigation purposes may beturned off, subject to further provisions hereafter, if nolikelihood of either regular or emergency operation exists,provided that they can be again brought into operation at leastone hour before the expected arrival of an aircraft.

7.14.2.3 At aerodromes equipped with lights of variableintensity a table of intensity settings, based on conditions ofvisibility and ambient light, should be provided for theguidance of air traffic controllers in effecting adjustment ofthese lights to suit the prevailing conditions. When sorequested by an aircraft, further adjustment of the intensityshall be made whenever possible.

7.14.3 Approach lighting

Note.— Approach lighting includes such lights as simpleapproach lighting systems, precision approach lightingsystems, visual approach slope indicator systems, circlingguidance lights, approach light beacons and runwayalignment indicators.

7.14.3.1 In addition to 7.14.2.1 approach lighting shallalso be operated:

a) by day when requested by an approaching aircraft;

b) when the associated runway lighting is operated.

7.14.3.2 The lights of a visual approach slope indicatorsystem shall be operated during the hours of daylight as well

as of darkness and irrespective of the visibility conditionswhen the associated runway is being used.

7.14.4 Runway lighting

Note.— Runway lighting includes such lights as edge,threshold, centre line, end, touchdown zone and wing barlights.

7.14.4.1 Runway lighting shall not be operated if thatrunway is not in use for landing, take-off or taxiing purposes,unless required for runway inspections or maintenance.

7.14.4.2 If runway lighting is not operated continuously,lighting following a take-off shall be provided as specifiedbelow:

a) at aerodromes where air traffic control service isprovided and where lights are centrally controlled, thelights of one runway shall remain lighted after take-offas long as is considered necessary for the return of theaircraft due to an emergency occurring during orimmediately after take-off;

b) at aerodromes without air traffic control service orwithout centrally controlled lights, the lights of onerunway shall remain lighted until such time as wouldnormally be required to reactivate the lights in thelikelihood of the departing aircraft returning for anemergency landing, and in any case not less thanfifteen minutes after take-off.

Note.— Where obstacle lighting is operatedsimultaneously with runway lighting as provided in 7.14.8.1,particular care should be taken to ensure that it is not turnedoff until no longer required by the aircraft.

7.14.5 Stopway lighting

Stopway lights shall be operated whenever the associatedrunway lights are operated.

7.14.6 Taxiway lighting

Note.— Taxiway lighting includes such lights as edgelights, centre line lights, stop bars and clearance bars.

Where required to provide taxi guidance, taxiway lightingshall be turned on in such order that a continuous indication ofthe taxi path is presented to taxiing aircraft. Taxiway lighting

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or any portion thereof may be turned off when no longerneeded.

7.14.7 Stop bars

Stop bars shall be switched on to indicate that all traffic shallstop and switched off to indicate that traffic may proceed.

Note.— Stop bars are located across taxiways at the pointwhere it is desired that traffic stop, and consist of lights,showing red, spaced across the taxiway.

7.14.8 Obstacle lighting

Note.— Obstacle lighting includes such lights as obstacleand unserviceability lights and hazard beacons.

7.14.8.1 Obstacle lighting associated with the approachto or departure from a runway or channel, where the obstacledoes not project through the inner horizontal surface, asdescribed in Annex 14, Volume I, Chapter 6, may be turnedoff and on simultaneously with the runway or channel lights.

7.14.8.2 Unserviceability lights may not be turned off aspermitted under 7.14.2.2 while the aerodrome is open.

7.14.9 Monitoring of visual aids

7.14.9.1 Aerodrome controllers shall make use ofautomatic monitoring facilities, when provided, to ascertainwhether the lighting is in good order and functioningaccording to selection.

7.14.9.2 In the absence of an automatic monitoringsystem or to supplement such a system, the aerodromecontroller shall visually observe such lighting as can be seenfrom the aerodrome control tower and use information fromother sources such as visual inspections or reports fromaircraft to maintain awareness of the operational status of thevisual aids.

7.14.9.3 On receipt of information indicating a lightingfault, the aerodrome controller shall take such action as iswarranted to safeguard any affected aircraft or vehicles, andinitiate action to have the fault rectified.

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CHAPTER 8. RADAR SERVICES

8.1 RADAR SYSTEMS CAPABILITIES

8.1.1 Radar systems used in the provision of air trafficservices shall have a very high level of reliability, availabilityand integrity. The possibility of system failures or significantsystem degradations which may cause complete or partialinterruptions of service shall be very remote. Back-up facilitiesshall be provided.

Note 1.— A radar system will normally consist of anumber of integrated elements, including radar sensor(s),radar data transmission lines, radar data processing system,radar displays.

Note 2.— Guidance material and information pertainingto use of radar and to system reliability and availability iscontained in Annex 10, Volume I and the Air Traffic ServicesPlanning Manual (Doc 9426).

8.1.2 Multi-radar systems, i.e. systems utilizing morethan one radar sensor, should have the capability to receive,process and display, in an integrated manner, data from all theconnected sensors.

8.1.3 Radar systems should be capable of integrationwith other automated systems used in the provision of ATS,and should provide for an appropriate level of automation withthe objectives of improving the accuracy and timeliness ofdata displayed to the controller and reducing controllerworkload and the need for verbal coordination betweenadjacent control positions and ATC units.

8.1.4 Radar systems should provide for the display ofsafety-related alerts and warnings, including conflict alert,minimum safe altitude warning, conflict prediction andunintentionally duplicated SSR codes.

8.1.5 States should, to the extent possible, facilitate thesharing of radar information in order to extend and improveradar coverage in adjacent control areas.

8.1.6 States should, on the basis of regional airnavigation agreements, provide for the automated exchange ofcoordination data relevant to aircraft being provided with radarservices, and establish automated coordination procedures.

8.1.7 Primary surveillance radar (PSR) and secondarysurveillance radar (SSR) may be used either alone or incombination in the provision of air traffic services, includingin the provision of separation between aircraft, provided:

a) reliable coverage exists in the area; and

b) the probability of detection, the accuracy and theintegrity of the radar system(s) are satisfactory.

8.1.8 PSR systems should be used in circumstanceswhere SSR alone would not meet the air traffic servicesrequirements.

8.1.9 SSR systems, especially those with monopulsetechnique or Mode S capability, may be used alone, includingin the provision of separation between aircraft, provided:

a) the carriage of SSR transponders is mandatory withinthe area; and

b) aircraft identification is established and maintained byuse of assigned discrete SSR codes.

Note.— Monopulse technique is a radar technique inwhich azimuth information of an SSR transponder aircraft isderivable from each pulse detection by comparison of signalsreceived simultaneously in two or more antenna beams.Monopulse SSR sensors provide for an improved azimuthresolution, fewer false reports from unsynchronized interrog-ator transmissions (fruit) and less garbling compared toconventional SSR sensors.

8.1.10 The use of radar in air traffic services shall belimited to specified areas of radar coverage and shall besubject to such other limitations as have been specified by theappropriate ATS authority. Adequate information on theoperating methods used shall be published in aeronauticalinformation publications, as well as operating practices and/orequipment limitations having direct effects on the operation ofthe air traffic services.

Note.— States will provide information on the area orareas where PSR and SSR are in use as well as radarservices and procedures in accordance with Annex 15, 4.1.1and Appendix 1.

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8.1.11 Where PSR and SSR are required to be used incombination, SSR alone may be used in the event of PSRfailure to provide separation between identified transponder-equipped aircraft, provided the accuracy of the SSR positionindications has been verified by monitor equipment or othermeans.

8.2 PRESENTATION OF RADARINFORMATION

8.2.1 Radar-derived information available for display tothe controller shall, as a minimum, include radar positionindications, radar map information and, when available,information from SSR Mode A, Mode C and Mode S.

8.2.2 The radar system shall provide for a continuouslyupdated presentation of radar-derived information, includingradar position indications.

8.2.3 Radar position indications may be displayed as:

a) radar position symbols (RPS), including:

i) PSR symbols;

ii) SSR symbols; and

iii) combined PSR/SSR symbols;

b) PSR blips;

c) SSR responses.

8.2.4 When applicable, distinct symbols should be usedfor presentation of:

a) unintentionally duplicated SSR codes;

b) predicted positions for a non-updated track; and

c) plot and track data.

8.2.5 Reserved SSR codes, including 7500, 7600 and7700, operation of IDENT, safety-related alerts and warningsas well as information related to automated coordination shallbe presented in a clear and distinct manner, providing for easeof recognition.

8.2.6 Radar labels should be used to provide, inalphanumeric form, SSR-derived as well as other informationwhich may be available.

8.2.7 Radar label information shall as a minimuminclude the SSR code transmitted by an aircraft or, whencode/call sign conversion is effected, aircraft identification,and SSR Mode C-derived level information. All label infor-mation shall be presented in a clear and concise manner.

8.2.8 Radar labels shall be associated with their radarposition indications in a manner precluding erroneousidentification by or confusion on the part of the controller.

8.3 COMMUNICATIONS

8.3.1 The level of reliability and availability ofcommunications systems shall be such that the possibility ofsystem failures or significant degradations is very remote.Adequate backup facilities shall be provided.

Note.— Guidance material and information pertaining tosystem reliability and availability are contained in Annex 10,Volume I and the Air Traffic Services Planning Manual(Doc 9426).

8.3.2 Direct pilot-controller communications shall beestablished prior to the provision of radar services, unlessspecial circumstances such as emergencies dictate otherwise.

8.4 PROVISION OF RADAR SERVICES

8.4.1 Where suitable radar systems and communicationsystems are available, radar-derived information, includingsafety-related alerts and warnings such as conflict alert andminimum safe altitude warning, should be used to the extentpossible in the provision of air traffic control service in orderto improve capacity and efficiency as well as to enhancesafety.

8.4.2 The number of aircraft simultaneously providedwith radar services shall not exceed that which can safely behandled under the prevailing circumstances, taking intoaccount:

a) the structural complexity of the control area or sectorconcerned;

b) the radar functions to be performed within the controlarea or sector concerned;

c) assessments of controller workloads and sectorcapacity;

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d) the degree of technical reliability and availability ofthe main radar and communication systems;

e) the possibility of a radar equipment failure or otheremergency that would eventually require reverting toback-up facilities and/or non-radar separation; and

f) the degree of technical reliability and availability ofthe back-up radar and communication systems.

8.5 USE OF SSR TRANSPONDERS

8.5.1 To ensure the safe and efficient use of SSR, pilotsand controllers shall strictly adhere to published operatingprocedures. Standard radiotelephony phraseology shall be usedand the correct setting of transponder codes shall be ensured atall times.

8.5.2 SSR Code management

8.5.2.1 Codes 7700, 7600 and 7500 shall be reservedinternationally for use by pilots encountering a state of emerg-ency, radiocommunication failure or unlawful interference,respectively.

8.5.2.2 SSR Codes are to be allocated and assigned inaccordance with the following principles.

8.5.2.2.1 Codes should be allocated to States or areas inaccordance with regional air navigation agreements, takinginto account overlapping radar coverage over adjacentairspaces.

8.5.2.2.2 The appropriate ATS authority shall establish aplan and procedures for the allocation of codes to ATS units.

8.5.2.2.3 The plan and procedures should be compatiblewith those practised in adjacent States.

8.5.2.2.4 The allocation of a code should preclude theuse of this code for any other function within the area ofcoverage of the same SSR for a prescribed time period.

8.5.2.2.5 To reduce pilot and controller workload and theneed for controller/pilot communications, the number of codechanges required of the pilot should be kept to the minimum.

8.5.2.2.6 Codes shall be assigned to aircraft inaccordance with the plan and procedures laid down by theappropriate ATS authority.

8.5.2.2.7 Where there is a need for individual aircraftidentification, each aircraft shall be assigned a discrete codewhich should, whenever possible, be retained throughout theflight.

8.5.2.3 SSR Codes shall be reserved, as necessary, forexclusive use by medical aircraft operating in areas ofinternational armed conflict. SSR Codes shall be allocated byICAO through its Regional Offices in coordination with Statesconcerned and should be assigned to aircraft for use within thearea of conflict.

Note.— The term “medical aircraft” refers to aircraftprotected under the Geneva Conventions of 1949 and underthe Protocol Additional to the Geneva Conventions of12 August 1949, and relating to the protection of victimsof international armed conflicts (Protocol I).

8.5.3 Operation of SSR transponders

Note.— SSR transponder operating procedures arecontained in Procedures for Air Navigation Services —Aircraft Operations (PANS-OPS, Doc 8168), Volume I,Part VIII.

8.5.3.1 When, after a pilot has been directed to operatethe aircraft’s transponder on an assigned code, or to effect acode change, it is observed that the code shown on the radardisplay is different from that assigned to the aircraft, the pilotshall be requested to reselect the assigned code.

8.5.3.2 Whenever it is observed that the code of anaircraft as shown on the radar display, or aircraft identificationwhere code/call sign conversion is effected, is different fromthat assigned to the aircraft and the application of the pro-cedure described in 8.5.3.1 has not resolved this discrepancyor is not warranted by circumstances (e.g. unlawful inter-ference), the pilot shall be requested to confirm the correctcode has been selected.

8.5.3.3 If the discrepancy still persists, the pilot may berequested to stop the operation of the aircraft’s transponder.The next control position and any other affected unit usingSSR in the provision of ATS shall be informed accordingly.

8.5.3.4 Aircraft equipped with Mode S having an aircraftidentification feature shall transmit the aircraft identificationas specified in Item 7 of the ICAO flight plan or, when noflight plan has been filed, the aircraft registration.

Note.— All Mode S-equipped aircraft engaged in inter-national civil aviation are required to have an aircraftidentification feature (Annex 10, Volume IV, Chapter 2, 2.1.5.2refers).

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8.5.3.5 Whenever it is observed on the radar display thatthe aircraft identification transmitted by a Mode S-equippedaircraft is different from that expected from the aircraft, thepilot shall be requested to reselect aircraft identification.

8.5.3.6 If, following confirmation by the pilot that thecorrect aircraft identification has been set on the Mode Sidentification feature, the discrepancy continues to exist, thefollowing actions shall be taken by the controller:

a) inform the pilot of the persistent discrepancy;

b) where possible, rectify the radar label showing theaircraft identification on the radar display; and

c) notify the erroneous identification transmitted by theaircraft to the next control position and any otherinterested unit using Mode S for identification purposes.

8.5.4 Level information based onthe use of Mode C

8.5.4.1 VERIFICATION OF ACCURACY

OF MODE C-DERIVED LEVEL INFORMATION

8.5.4.1.1 The tolerance value used to determine thatMode C-derived level information displayed to the controller isaccurate shall be ±60 m (±200 ft) in RVSM airspace. In otherairspace, it shall be ±90 m (±300 ft), except that the appropriateATS authority may specify a smaller criterion, but not less than±60 m (±200 ft), if this is found to be more practical.

8.5.4.1.2 Verification of the accuracy of Mode C-derivedlevel information displayed to the controller shall be effected atleast once by each suitably equipped ATC unit on initial contactwith the aircraft concerned or, if this is not feasible, as soon aspossible thereafter. The verification shall be effected bysimultaneous comparison with altimeter-derived levelinformation received from the same aircraft by radiotelephony.The pilot of the aircraft whose Mode C-derived levelinformation is within the approved tolerance value need not beadvised of such verification.

8.5.4.1.3 If the displayed level information is not withinthe approved tolerance value or when a discrepancy in excessof the approved tolerance value is detected subsequent toverification, the pilot shall be advised accordingly and re-quested to check the pressure setting and confirm the aircraft’slevel.

8.5.4.1.4 If, following confirmation of the correctpressure setting the discrepancy continues to exist, thefollowing action should be taken according to circumstances:

a) request the pilot to stop Mode C transmission,provided this does not interrupt the operation of thetransponder on Mode A and notify the next controlpositions or ATC unit concerned with the aircraft ofthe action taken; or

b) inform the pilot of the discrepancy and request thatMode C operation continue in order to prevent loss ofposition and identity information on the aircraft andnotify the next control position or ATC unit concernedwith the aircraft of the action taken.

8.5.4.2 DETERMINATION OF LEVEL OCCUPANCY

8.5.4.2.1 The criterion which shall be used to determinethat a specific level is occupied by an aircraft shall be ±60 m(±200 ft) in RVSM airspace. In other airspace, it shall be±90 m (±300 ft), except that the appropriate ATS authoritymay specify a smaller criterion, but not less than ±60 m(±200 ft), if this is found to be more practical.

Note.— For a brief explanation of the considerationsunderlying this value, see the Air Traffic Services PlanningManual (Doc 9426).

8.5.4.2.2 Aircraft maintaining a level. An aircraft isconsidered to be maintaining its assigned level as long as theSSR Mode C-derived level information indicates that it iswithin the appropriate tolerances of the assigned level, asspecified in 8.5.4.2.1.

8.5.4.2.3 Aircraft vacating a level. An aircraft cleared toleave a level is considered to have commenced its manoeuvreand vacated the previously occupied level when the SSRMode C-derived level information indicates a change of morethan 90 m (300 ft) in the anticipated direction from itspreviously assigned level.

8.5.4.2.4 Aircraft passing a level in climb or descent. Anaircraft in climb or descent is considered to have crossed alevel when the SSR Mode C-derived level informationindicates that it has passed this level in the required directionby more than 90 m (300 ft).

8.5.4.2.5 Aircraft reaching a level. An aircraft isconsidered to have reached the level to which it has been clearedwhen three consecutive renewals of Mode C-derived levelinformation have indicated that it is within the appropriatetolerances of the assigned level, as specified in 8.5.4.2.1.

Note.— In automated ATS systems, the cycles of renewalsof Mode C data may not be evident to controllers. It may,therefore, be necessary to specify in instructions to controllersthe number of display repetition cycles, or a time interval,corresponding to three consecutive renewals of Mode C data.

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8.5.4.2.6 Intervention by a controller shall only berequired if differences in level information between thatdisplayed to the controller and that used for control purposesare in excess of the values stated above.

8.6 GENERAL RADAR PROCEDURES

8.6.1 Performance checks

8.6.1.1 The radar controller shall adjust the radardisplay(s) and carry out adequate checks on the accuracythereof, in accordance with the technical instructions pre-scribed by the appropriate authority for the radar equipmentconcerned.

8.6.1.2 The radar controller shall be satisfied that theavailable functional capabilities of the radar system as well asthe information presented on the radar display(s) is adequatefor the functions to be performed.

8.6.1.3 The radar controller shall report, in accordancewith local procedures, any fault in the equipment, or anyincident requiring investigation, or any circumstances whichmake it difficult or impractical to provide radar services.

8.6.2 Identification of aircraft

8.6.2.1 ESTABLISHMENT OF RADAR IDENTIFICATION

8.6.2.1.1 Before providing radar service to an aircraft,radar identification shall be established and the pilot in-formed. Thereafter, radar identification shall be maintaineduntil termination of the radar service.

8.6.2.1.2 If radar identification is subsequently lost, thepilot shall be informed accordingly and, when applicable,appropriate instructions issued.

8.6.2.1.3 Radar identification shall be established by atleast one of the following methods.

8.6.2.2 SSR IDENTIFICATION PROCEDURES

8.6.2.2.1 Where SSR is used, aircraft may be identifiedby one or more of the following procedures:

a) recognition of the aircraft identification in a radarlabel;

Note.— The use of this procedure requires that thecode/call sign correlation is achieved successfully,taking into account the Note following b) below.

b) recognition of an assigned discrete code, the setting ofwhich has been verified, in a radar label;

Note.— The use of this procedure requires asystem of code assignment which ensures that eachaircraft in a given portion of airspace is assigned adiscrete code (see 8.5.2.2.7).

c) direct recognition of the aircraft identification of aMode S-equipped aircraft in a radar label;

Note.— The aircraft identification featureavailable in Mode S transponders provides the meansto identify directly individual aircraft on radardisplays and thus offers the potential to eliminateultimately the recourse to Mode A discrete codes forindividual identification. This elimination will only beachieved in a progressive manner depending on thestate of deployment of suitable ground and airborneinstallations.

d) by transfer of radar identification (see 8.6.3);

e) observation of compliance with an instruction to set aspecific code;

f) observation of compliance with an instruction tosquawk IDENT;

Note 1.— In automated radar systems, the“IDENT” feature may be presented in different ways,e.g. as a flashing of all or part of the radar positionand associated data block.

Note 2.— Garbling of transponder replies mayproduce “IDENT”-type of indications. Nearly simul-taneous “IDENT” transmissions within the same areamay give rise to errors in identification.

8.6.2.2.2 When a discrete code has been assigned to anaircraft, a check shall be made at the earliest opportunity toensure that the code set by the pilot is identical to that assignedfor the flight. Only after this check has been made shall thediscrete code be used as a basis for identification.

8.6.2.3 PSR IDENTIFICATION PROCEDURES

8.6.2.3.1 Where SSR is not used or available, radaridentification shall be established by at least one of thefollowing methods:

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a) by correlating a particular radar position indicationwith an aircraft reporting its position over, or asbearing and distance from, a point displayed on theradar map, and by ascertaining that the track of theparticular radar position is consistent with the aircraftpath or reported heading;

Note 1.— Caution must be exercised whenemploying this method since a position reported inrelation to a point may not coincide precisely with theradar position indication of the aircraft on the radarmap. The appropriate ATS authority may, therefore,prescribe additional conditions for the application ofthis method, e.g.:

i) a level or levels above which this method may notbe applied in respect of specified navigation aids;or

ii) a distance from the radar site beyond which thismethod may not be applied.

Note 2.— The term “a point” refers to ageographical point suitable for the purposes of radaridentification. It is normally a reporting point definedby reference to a radio navigation aid or aids.

b) by correlating an observed radar position indicationwith an aircraft which is known to have just departed,provided that the identification is established within2 km (1 NM) from the end of the runway used.Particular care should be taken to avoid confusionwith aircraft holding over or overflying the aero-drome, or with aircraft departing from or making amissed approach over adjacent runways;

c) by transfer of radar identification (see 8.6.3);

d) by ascertaining the aircraft heading, if circumstancesrequire, and following a period of track observation:

— instructing the pilot to execute one or morechanges of heading of 30 degrees or more andcorrelating the movements of one particular radarposition indication with the aircraft’s acknowl-edged execution of the instructions given; or

— correlating the movements of a particular radarposition indication with manoeuvres currentlyexecuted by an aircraft having so reported.

When using these methods, the radar controller shall:

i) verify that the movements of not more than oneradar position indication correspond with those ofthe aircraft; and

ii) ensure that the manoeuvre(s) will not carry theaircraft outside the coverage of the radar display.

Note 1.— Caution must be exercised whenemploying these methods in areas where routechanges normally take place.

Note 2.— With reference to ii) above, see also8.6.5.1 regarding radar vectoring of controlledaircraft.

8.6.2.3.2 Use may be made of direction-finding bearingsto assist in radar identification of an aircraft. This method,however, shall not be used as the sole means of establishingradar identification, unless so prescribed by the appropriateATS authority for particular cases under specified conditions.

8.6.2.3.3 When two or more radar position indicationsare observed in close proximity, or are observed to be makingsimilar movements at the same time, or when doubt exists asto the identity of a radar position indication for any otherreason, changes of heading should be prescribed or repeated asmany times as necessary, or additional methods of identi-fication should be employed, until all risk of error inidentification is eliminated.

8.6.3 Transfer of radar identification

8.6.3.1 Transfer of radar identification from one radarcontroller to another should only be attempted when it isconsidered that the aircraft is within the accepting controller’sradar coverage.

8.6.3.2 Transfer of radar identification shall be effectedby one of the following methods:

a) designation of the radar position indication by auto-mated means, provided that only one radar positionindication is thereby indicated and there is no possibledoubt of correct identification;

b) notification of the discrete code of the aircraft;

Note.— The use of this procedure requires asystem of code assignment which ensures that eachaircraft in a given portion of airspace is assigned adiscrete code (see 8.5.2.2.7).

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c) notification that the aircraft is Mode S-equipped withan aircraft identification feature when Mode Scoverage is available;

d) direct designation (pointing with the finger) of theradar position indication, if the two radar displays areadjacent, or if a common “conference” type of radardisplay is used;

Note.— Attention must be given to any errorswhich might occur due to parallax effects.

e) designation of the radar position indication byreference to, or in terms of bearing and distance from,a geographical position or navigational facilityaccurately indicated on both radar displays, togetherwith the track of the observed radar position indicationif the route of the aircraft is not known to bothcontrollers;

Note.— Caution must be exercised beforeestablishing radar identification using this method,particularly if other radar position indications areobserved on similar headings and in close proximity tothe aircraft under radar control. Inherent radardeficiencies, such as inaccuracies in bearing anddistance of the radar position indications displayed onindividual radars and parallax errors, may cause theindicated position of an aircraft in relation to theknown point to differ between the two radar displays.The appropriate ATS authority may, therefore,prescribe additional conditions for the application ofthis method, e.g.:

i) a maximum distance from the common referencepoint used by the two controllers; and

ii) a maximum distance between the radar positionindication as observed by the accepting controllerand the one stated by the transferring controller.

f) instruction to the aircraft by the transferring controllerto change code and the observation of the change bythe accepting controller; or

g) instruction to the aircraft by the transferring controllerto squawk IDENT and observation of this response bythe accepting controller;

Note.— Use of procedures f) and g) requires priorcoordination between the controllers, since theindications to be observed by the accepting controllerare of short duration.

8.6.4 Position information

8.6.4.1 An aircraft provided with radar service should beinformed of its position in the following circumstances:

a) upon identification, except when the identification isestablished:

i) based on the pilot’s report of the aircraft positionor within one nautical mile of the runway upondeparture and the observation is consistent withthe aircraft’s time of departure; or

ii) by use of assigned discrete SSR codes or Mode Sand the location of the observed radar positionindication is consistent with the current flight planof the aircraft; or

iii) by transfer of radar identification;

b) when the pilot requests this information;

c) when a pilot’s estimate differs significantly from theradar controller’s estimate based on radar observation;

d) when the pilot is instructed to resume own navigationafter radar vectoring if the current instructions haddiverted the aircraft from a previously assigned route,(see 8.6.5.5);

e) immediately before termination of radar service, if theaircraft is observed to deviate from its intended route.

8.6.4.2 Position information shall be passed to aircraft inone of the following forms:

a) as a well-known geographical position;

b) magnetic track and distance to a significant point, anen-route navigation aid, or an approach aid;

c) direction (using points of the compass) and distancefrom a known position;

d) distance to touchdown, if the aircraft is on finalapproach; or

e) distance and direction from the centre line of an ATSroute.

8.6.4.3 Whenever practicable, position information shallrelate to positions or routes pertinent to the navigation of theaircraft concerned and displayed on the radar map.

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8.6.4.4 When so informed, the pilot may omit positionreports at compulsory reporting points or report only overthose reporting points specified by the air traffic services unitconcerned, including points at which air-reports are requiredfor meteorological purposes. Pilots shall resume positionreporting when so instructed and when advised that radarservice is terminated or that radar identification is lost.

8.6.5 Radar vectoring

8.6.5.1 Radar vectoring shall be achieved by issuing tothe pilot specific headings which will enable the aircraft tomaintain the desired track. When vectoring an aircraft, a radarcontroller should comply with the following:

a) whenever practicable, the aircraft should be vectoredalong routes or tracks on which the pilot can monitorthe aircraft position with reference to pilot-interpretednavigation aids (this will minimize the amount of radarnavigational assistance required and alleviate theconsequences resulting from a radar failure);

b) when an aircraft is given a vector diverting it from apreviously assigned route, the pilot should beinformed, unless it is self-evident, what the vector is toaccomplish and, when possible, the limit of the vectorshould be specified (e.g. to ... position, for ...approach);

c) except when transfer of radar control is to be effected,aircraft shall not be vectored closer than 4.6 km(2.5 NM), or, where a radar separation minimumgreater than 9.3 km (5 NM) is prescribed, a distanceequivalent to one half of the prescribed separationminimum, from the limit of the airspace for which theradar controller is responsible, unless local arrange-ments have been made to ensure that separation willexist with radar-controlled aircraft operating inadjoining areas;

d) controlled flights should not be vectored intouncontrolled airspace except in the case of emergencyor in order to circumnavigate adverse meteorologicalconditions (in which case the pilot should be soinformed), or at the specific request of the pilot; and

e) when an aircraft has reported unreliable directionalinstruments, the pilot should be requested, prior to theissuance of manoeuvring instructions, to make allturns at an agreed rate and to carry out the instructionsimmediately upon receipt.

8.6.5.2 When vectoring an IFR flight and when giving anIFR flight a direct routing which takes the aircraft off an ATSroute, the radar controller shall issue clearances such that theprescribed obstacle clearance will exist at all times until theaircraft reaches the point where the pilot will resume ownnavigation. When necessary, the minimum radar vectoringaltitude shall include a correction for low temperature effect.

Note 1.— When an IFR flight is being vectored, the pilotmay be unable to determine the aircraft’s exact position inrespect to obstacles in this area and consequently the altitudewhich provides the required obstacle clearance. Detailedobstacle clearance criteria are contained in PANS-OPS(Doc 8168), Volume I, Part VI, Chapter 3 (AltimeterCorrections) and Volume II, Part II, Departure Procedures,Part III, 24.2.2.3 (Procedures based on tactical vectoring),and Part VI (Obstacle Clearance Criteria for En-route).

Note 2.— It is the responsibility of the ATS authority toprovide the controller with minimum altitudes corrected fortemperature effect.

8.6.5.3 Whenever possible, minimum vectoring altitudesshould be sufficiently high to minimize activation of aircraftground proximity warning systems.

Note.— Activation of such systems will induce aircraft topull up immediately and climb steeply to avoid hazardousterrain, possibly compromising separation between aircraft.

8.6.5.4 States shall encourage operators to reportincidents involving activations of aircraft ground proximitywarning systems so that their locations can be identified andaltitude, routing and/or aircraft operating procedures can bealtered to prevent recurrences.

8.6.5.5 In terminating radar vectoring of an aircraft, theradar controller shall instruct the pilot to resume own navi-gation, giving the pilot the aircraft’s position and appropriateinstructions, as necessary, in the form prescribed in 8.6.4.2 b),if the current instructions had diverted the aircraft from apreviously assigned route.

8.6.6 Navigation assistance

8.6.6.1 An identified aircraft observed to deviatesignificantly from its intended route or designated holdingpattern shall be advised accordingly. Appropriate action shallalso be taken if, in the opinion of the controller, such deviationis likely to affect the service being provided.

8.6.6.2 The pilot of an aircraft requesting navigationassistance from an air traffic control unit providing radarservices shall state the reason (e.g. to avoid areas of adverse

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weather or unreliable navigational instruments) and shall giveas much information as possible in the circumstances.

8.6.7 Interruption or termination ofradar service

8.6.7.1 An aircraft which has been informed that it isprovided with radar service should be informed immediatelywhen, for any reason, radar service is interrupted orterminated.

8.6.7.2 When the control of an aircraft is to betransferred from a radar controller to a non-radar controller,the radar controller shall ensure that non-radar separation isestablished between that aircraft and any other controlledaircraft before the transfer is effected.

8.6.8 Minimum levels

A radar controller shall at all times be in possession of full andup-to-date information regarding:

a) established minimum flight altitudes within the area ofresponsibility;

b) the lowest usable flight level or levels determined inaccordance with Chapters 4 and 5; and

c) established minimum altitudes applicable to proceduresbased on tactical radar vectoring.

Note.— Criteria for the determination of minimumaltitudes applicable to procedures based on tactical radarvectoring are contained in Procedures for Air NavigationServices — Aircraft Operations (PANS-OPS, Doc 8168),Volume II, Part III.

8.6.9 Information regardingadverse weather

8.6.9.1 Information that an aircraft appears likely topenetrate an area of adverse weather should be issued insufficient time to permit the pilot to decide on an appropriatecourse of action, including that of requesting advice on howbest to circumnavigate the adverse weather area, if so desired.

Note.— Depending on the capabilities of the radar system,areas of adverse weather may not be presented on the radardisplay. An aircraft’s weather radar will normally providebetter detection and definition of adverse weather than radarsensors in use by ATS.

8.6.9.2 In vectoring an aircraft for circumnavigating anyarea of adverse weather, the radar controller should ascertainthat the aircraft can be returned to its intended or assignedflight path within the available radar coverage, and, if this doesnot appear possible, inform the pilot of the circumstances.

Note.— Attention must be given to the fact that undercertain circumstances the most active area of adverse weathermay not show on a radar display.

8.6.10 Reporting of significant meteorologicalinformation to meteorological offices

Although a radar controller is not required to keep a specialwatch for heavy precipitation, etc., information on the posi-tion, intensity, extent and movement of significant meteoro-logical conditions (i.e. heavy showers or well-defined frontalsurfaces) as observed on radar displays, should, when practi-cable, be reported to the associated meteorological office.

8.7 USE OF RADAR IN THEAIR TRAFFIC CONTROL SERVICE

Note.— The procedures in this Section are generalprocedures applicable when radar is used in the provision ofarea control service or approach control service. Additionalprocedures applicable in the provision of approach controlservice are detailed in Section 8.9.

8.7.1 Functions

The information presented on a radar display may be used toperform the following functions in the provision of air trafficcontrol service:

a) provide radar services as necessary in order toimprove airspace utilization, reduce delays, providefor direct routings and more optimum flight profiles,as well as to enhance safety;

b) provide radar vectoring to departing aircraft for thepurpose of facilitating an expeditious and efficientdeparture flow and expediting climb to cruising level;

c) provide radar vectoring to aircraft for the purpose ofresolving potential conflicts;

d) provide radar vectoring to arriving aircraft for thepurpose of establishing an expeditious and efficientapproach sequence;

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e) provide radar vectoring to assist pilots in theirnavigation, e.g. to or from a radio navigation aid, awayfrom or around areas of adverse weather, etc.;

f) provide separation and maintain normal traffic flowwhen an aircraft experiences communication failurewithin the area of the radar coverage;

g) maintain radar monitoring of air traffic;

Note.— Where tolerances regarding such mattersas adherence to track, speed or time have beenprescribed by the appropriate ATS authority,deviations are not considered significant until suchtolerances are exceeded.

h) when applicable, maintain a watch on the progress ofair traffic, in order to provide a non-radar controllerwith:

i) improved position information regarding aircraftunder control;

ii) supplementary information regarding other traffic;and

iii) information regarding any significant deviationsby aircraft from the terms of their respective airtraffic control clearances, including their clearedroutes as well as levels, when appropriate.

8.7.2 Coordination of traffic underradar and non-radar control

Appropriate arrangements shall be made in any air trafficcontrol unit using radar to ensure the coordination of trafficunder radar control with traffic under non-radar control, andto ensure the provision of adequate separation between theradar-controlled aircraft and all other controlled aircraft. Tothis end, close liaison shall be maintained at all timesbetween radar controllers and non-radar controllers.

8.7.3 Separation application

Note.— Factors which the radar controller must take intoaccount in determining the spacing to be applied in particularcircumstances in order to ensure that the separation minimumis not infringed include aircraft relative headings and speeds,radar technical limitations, controller workload and anydifficulties caused by communication congestion. Guidancematerial on this subject is contained in the Air Traffic ServicesPlanning Manual (Doc 9426).

8.7.3.1 Except as provided for in 8.7.3.7, 8.7.3.8 and8.8.3.2, radar separation shall only be applied betweenidentified aircraft when there is reasonable assurance thatidentification will be maintained.

8.7.3.2 Except when transfer of radar control is to beeffected, non-radar separation shall be established by a radarcontroller before an aircraft under radar control reaches thelimits of the controller’s area of responsibility, or before theaircraft leaves the area of radar coverage.

8.7.3.3 When authorized by the appropriate ATSauthority, radar separation based on the use of RPS and/orPSR blips shall be applied so that the distance between thecentres of the RPS’s and/or PSR blips, representing thepositions of the aircraft concerned, is never less than aprescribed minimum.

8.7.3.4 Radar separation based on the use of PSR blipsand SSR responses shall be applied so that the distancebetween the centre of the PSR blip and the nearest edge of theSSR response (or the centre, when authorized by theappropriate ATS authority) is never less than a prescribedminimum.

8.7.3.5 Radar separation based on the use of SSRresponses shall be applied so that the distance between theclosest edges of the SSR responses (or the centres, whenauthorized by the appropriate authority) is never less than aprescribed minimum.

8.7.3.6 In no circumstances shall the edges of the radarposition indications touch or overlap unless vertical separationis applied between the aircraft concerned, irrespective of thetype of radar position indication displayed and radarseparation minimum applied.

8.7.3.7 In the event that the radar controller has beennotified of a controlled flight entering or about to enter theairspace within which radar separation is applied, but has notradar identified the aircraft, the controller may, if so prescribedby the appropriate ATS authority, continue to provide radarservice to identified aircraft provided that:

a) reasonable assurance exists that the unidentifiedcontrolled flight will be identified using SSR or theflight is being operated by an aircraft of a type whichmay be expected to give an adequate return on primaryradar in the airspace within which radar separation isapplied; and

b) radar separation is maintained between the radar-controlled flights and any other observed radar

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position until either the unidentified controlled flighthas been identified or non-radar separation has beenestablished.

8.7.3.8 Radar separation may be applied between anaircraft taking off and a preceding departing aircraft or otherradar-controlled traffic provided there is reasonable assurancethat the departing aircraft will be identified within 2 km(1 NM) from the end of the runway, and that, at the time, therequired separation will exist.

8.7.3.9 Radar separation shall not be applied betweenaircraft holding over the same holding fix. Application of radarseparation between holding aircraft and other flights shall besubject to requirements and procedures prescribed by theappropriate ATS authority.

8.7.4 Radar separation minima

8.7.4.1 Unless otherwise prescribed in accordance with8.7.4.2, 8.7.4.3 or 8.7.4.4, or Chapter 6 with respect toindependent and dependent parallel approaches, the horizontalradar separation minimum shall be 9.3 km (5.0 NM).

8.7.4.2 The radar separation minimum in 8.7.4.1 may, ifso prescribed by the appropriate ATS authority, be reduced,but not below:

a) 5.6 km (3.0 NM) when radar capabilities at a givenlocation so permit; and

b) 4.6 km (2.5 NM) between succeeding aircraft whichare established on the same final approach trackwithin 18.5 km (10 NM) of the runway end. Areduced separation minimum of 4.6 km (2.5 NM) maybe applied, provided:

i) the average runway occupancy time of landingaircraft is proven, by means such as datacollection and statistical analysis and methodsbased on a theoretical model, not to exceed50 seconds;

ii) braking action is reported as good and runwayoccupancy times are not adversely affected byrunway contaminants such as slush, snow or ice;

iii) a radar system with appropriate azimuth andrange resolution and an update rate of 5 secondsor less is used in combination with suitable radardisplays; and

iv) the aerodrome controller is able to observe,visually or by means of surface movement radar(SMR) or a surface movement guidance andcontrol system (SMCGS), the runway-in-useand associated exit and entry taxiways;

v) wake turbulence radar separation minima in8.7.4.4, or as may be prescribed by the appro-priate ATS authority (e.g. for specific aircrafttypes), do not apply;

vi) aircraft approach speeds are closely monitoredby the controller and when necessary adjusted soas to ensure that separation is not reduced belowthe minimum;

vii) aircraft operators and pilots have been madefully aware of the need to exit the runway in anexpeditious manner whenever the reducedseparation minimum on final approach isapplied; and

viii) procedures concerning the application of thereduced minimum are published in AIPs.

8.7.4.3 The radar separation minimum or minima to beapplied shall be prescribed by the appropriate ATS authorityaccording to the capability of the particular radar system orsensor to accurately identify the aircraft position in relation tothe centre of an RPS, PSR blip or SSR response and takinginto account factors which may affect the accuracy of theradar-derived information, such as aircraft range from theradar site.

8.7.4.4 The following wake turbulence radar separationminima shall be applied to aircraft in the approach and depar-ture phases of flight in the circumstances given in 8.7.4.4.1.

Note.— The provisions governing wake turbulence aircraftcategorization are set forth in Chapter 4, Section 4.9.

8.7.4.4.1 The minima set out in 8.7.4.4 shall be appliedwhen:

Aircraft categoryPreceding aircraft

Succeedingaircraft

Wake turbulence radarseparation minima

HEAVY HEAVY 7.4 km (4.0 NM)MEDIUM 9.3 km (5.0 NM)LIGHT 11.1 km (6.0 NM)

MEDIUM LIGHT 9.3 km (5.0 NM)

24/11/05No. 4


a) an aircraft is operating directly behind another aircraftat the same altitude or less than 300 m (1 000 ft)below; or

b) both aircraft are using the same runway, or parallelrunways separated by less than 760 m; or

c) an aircraft is crossing behind another aircraft, at thesame altitude or less than 300 m (1 000 ft) below.

Note.— See Figures 8-1A and 8-1B.

8.7.5 Transfer of radar control

8.7.5.1 Transfer of radar control should be effectedwhenever practicable so as to enable the uninterruptedprovision of radar service.

8.7.5.2 Where SSR is used and the radar system providesfor the display of radar position indications with associatedradar labels, transfer of radar control of aircraft betweenadjacent control positions or between adjacent ATC units maybe effected without prior coordination, provided that:

a) updated flight plan information on the aircraft about tobe transferred, including the discrete assigned SSRCode, is provided to the accepting controller prior totransfer;

b) radar coverage provided to the accepting controller issuch that the aircraft concerned is presented on theradar display before the transfer is effected and isidentified on, but preferably before, receipt of theinitial call;

c) when the controllers are not physically adjacent, two-way direct speech facilities, which permit communi-cations to be established instantaneously, are availablebetween them at all times;

Note.— “Instantaneous” refers to communicationswhich effectively provide for immediate accessbetween controllers.

d) the transfer point or points and all other conditions ofapplication, such as direction of flight, specified levels,transfer of communication points, and especially anagreed minimum separation between aircraft, includingthat applicable to succeeding aircraft on the same route,about to be transferred as observed on the display, have

been made the subject of specific instructions (for intra-unit transfer) or of a specific letter of agreementbetween two adjacent ATC units;

e) the instructions or letter of agreement specifyexplicitly that the application of this type of transfer ofradar control may be terminated at any time by theaccepting controller, normally with an agreed advancenotice;

f) the accepting controller is kept currently informed ofany level, speed or vectoring instructions given to theaircraft prior to its transfer and which modify itsanticipated flight progress at the point of transfer.

8.7.5.3 The minimum agreed separation between aircraftabout to be transferred (8.7.5.2 d) refers) and the advancenotice (8.7.5.2 e) refers) shall be determined taking intoaccount all relevant technical, operational and other circum-stances. If circumstances arise in which these agreedconditions can no longer be satisfied, controllers shall revert tothe procedure in 8.7.5.4 until the situation is resolved.

8.7.5.4 Where primary radar is being used, and whereSSR is employed but the provisions of 8.7.5.2 are not applied,the transfer of radar control of aircraft between adjacentcontrol positions or between two adjacent ATS units may beeffected, provided that:

a) radar identification has been transferred to or has beenestablished directly by the accepting radar controller;

b) when the radar controllers are not physically adjacent,two-way direct-speech facilities between them are atall times available which permit communications tobe established instantaneously;

c) radar separation from other radar-controlled flightsconforms to the minima authorized for use duringtransfer of radar control between the radar sectors orunits concerned;

d) the accepting radar controller is informed of any level,speed or vectoring instructions applicable to theaircraft at the point of transfer;

e) radiocommunication with the aircraft is retained by thetransferring radar controller until the accepting radarcontroller has agreed to assume responsibility forproviding radar service to the aircraft. Thereafter, theaircraft should be instructed to change over to theappropriate frequency and from that point is theresponsibility of the accepting radar controller.

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Figure 8-1A. Operating directly behind (see 8.7.4.4 and 8.7.4.4.1)

Figures 8-1B. Crossing behind (see 8.7.4.4 and 8.7.4.4.1).

7.4/9.3/11.1/9.3 km(4.0/5.0/6.0/5.0 NM)

7.4 km (4.0 NM) — HEAVY behind a HEAVY9.3 km (5.0 NM) — MEDIUM behind a HEAVY

11.1 km (6.0 NM) — LIGHT behind a HEAVY9.3 km (5.0 NM) — LIGHT behind a MEDIUM

7.4/9.3/11.1/9.3 km(4.0/5.0/6.0/5.0 NM)

7.4 km (4.0 NM) — HEAVY behind a HEAVY9.3 km (5.0 NM) — MEDIUM behind a HEAVY

11.1 km (6.0 NM) — LIGHT behind a HEAVY9.3 km (5.0 NM) — LIGHT behind a MEDIUM


8.7.6 Speed control

Subject to conditions specified by the appropriate ATSauthority, including consideration of aircraft performancelimitations, a radar controller may, in order to facilitate radarcontrol or to reduce the need for radar vectoring, requestaircraft under radar control to adjust their speed in a specifiedmanner.

Note.— Procedures for speed control instructions arecontained in Chapter 4, Section 4.6.

8.8 EMERGENCIES, HAZARDS ANDEQUIPMENT FAILURES

Note.— See also Chapter 15.

8.8.1 Emergencies

8.8.1.1 In the event of an aircraft in, or appearing to bein, any form of emergency, every assistance shall be providedby the radar controller, and the procedures prescribed hereinmay be varied according to the situation.

8.8.1.2 The progress of an aircraft in emergency shall bemonitored and (whenever possible) plotted on the radar displayuntil the aircraft passes out of radar coverage, and positioninformation shall be provided to all air traffic services unitswhich may be able to give assistance to the aircraft. Radartransfer to adjacent radar sectors shall also be effected whenappropriate.

Note.— If the pilot of an aircraft encountering a state ofemergency has previously been directed by ATC to operate thetransponder on a specific code, that code will normally bemaintained unless, in special circumstances, the pilot hasdecided or has been advised otherwise. Where ATC has notrequested a code to be set, the pilot will set the transponder toMode A Code 7700.

8.8.2 Collision hazard information

8.8.2.1 When an identified controlled flight is observedto be on a conflicting path with an unknown aircraft deemedto constitute a collision hazard, the pilot of the controlledflight shall, whenever practicable:

a) be informed of the unknown aircraft and if sorequested by the controlled flight or, if in the opinionof the radar controller the situation warrants, a courseof avoiding action should be suggested; and

b) be notified when the conflict no longer exists.

8.8.2.2 When an identified IFR flight operating outsidecontrolled airspace is observed to be on a conflicting path withanother aircraft, the pilot should:

a) be informed as to the need for collision avoidanceaction to be initiated, and if so requested by the pilotor if, in the opinion of the radar controller, thesituation warrants, a course of avoiding action shouldbe suggested; and

b) be notified when the conflict no longer exists.

8.8.2.3 Information regarding traffic on a conflictingpath should be given, whenever practicable, in the followingform:

a) relative bearing of the conflicting traffic in terms ofthe 12-hour clock;

b) distance from the conflicting traffic in kilometres(nautical miles);

c) direction in which the conflicting traffic appears to beproceeding;

d) level and type of aircraft or, if unknown, relative speedof the conflicting traffic, e.g. slow or fast.

8.8.2.4 SSR Mode C-derived level information, evenwhen unverified, should be used in the provision of collisionhazard information because such information, particularly ifavailable from an otherwise unknown aircraft (e.g. a VFRflight) and given to the pilot of a known aircraft, couldfacilitate the location of a collision hazard.

8.8.2.4.1 When the Mode C-derived level informationhas been verified, the information shall be passed to pilots ina clear and unambiguous manner. If the level information hasnot been verified, the accuracy of the information should beconsidered uncertain and the pilot shall be informedaccordingly.

8.8.3 Failure of equipment

8.8.3.1 AIRCRAFT RADIO TRANSMITTER FAILURE

8.8.3.1.1 If two-way communication is lost with anaircraft, the radar controller should determine whether or notthe aircraft’s receiver is functioning by instructing the aircrafton the frequency so far used to acknowledge by making a

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specified manoeuvre and by observing the aircraft’s track, orby instructing the aircraft to operate IDENT or to make codechanges.

Note.— Transponder-equipped aircraft experiencingradio-communication failure will operate the transponder onMode A Code 7600.

8.8.3.1.2 If the action prescribed in 8.8.3.1.1 isunsuccessful, it shall be repeated on any other availablefrequency on which it is believed that the aircraft might belistening.

8.8.3.1.3 In both the cases covered by 8.8.3.1.1 and8.8.3.1.2, any manoeuvring instructions shall be such that theaircraft would regain its current cleared track after havingcomplied with the instructions received.

8.8.3.1.4 Where it has been established by the action in8.8.3.1.1 that the aircraft’s radio receiver is functioning, con-tinued control of transponder-equipped aircraft where SSR isavailable can be effected using code changes or IDENT trans-missions to obtain acknowledgement of clearances issued tothe aircraft.

8.8.3.2 COMPLETE AIRCRAFT COMMUNICATION FAILURE

When a controlled aircraft experiencing complete communi-cation failure is operating or expected to operate in an area andat flight levels where radar separation is applied, suchseparation may continue to be used. However, if the aircraftexperiencing the communication failure is not identified, radarseparation shall be applied between aircraft under radar controland all unidentified aircraft observed along the expected routeof the aircraft with the communication failure, until such timeas it is known, or can safely be assumed, that the aircraft withradio failure has passed through the airspace concerned, haslanded, or has proceeded elsewhere.

8.8.3.3 AIRCRAFT TRANSPONDER FAILURE IN AREAS

WHERE THE CARRIAGE OF A FUNCTIONING

TRANSPONDER IS MANDATORY

8.8.3.3.1 When an aircraft experiencing transponderfailure after departure is operating or expected to operate in anarea where the carriage of a functioning transponder withspecified capabilities is mandatory, the ATC units concernedshould endeavour to provide for continuation of the flight tothe aerodrome of first intended landing in accordance with theflight plan. However, in certain traffic situations, either interminal areas or en-route, continuation of the flight may notbe possible, particularly when failure is detected shortly after

take-off. The aircraft may then be required to return to thedeparture aerodrome or to land at the nearest suitableaerodrome acceptable to the operator concerned and to ATC.

8.8.3.3.2 In case of a transponder failure which isdetected before departure from an aerodrome where it is notpracticable to effect a repair, the aircraft concerned should bepermitted to proceed, as directly as possible, to the nearestsuitable aerodrome where repair can be made. When grantingclearance to such aircraft, ATC should take into considerationthe existing or anticipated traffic situation and may have tomodify the time of departure, flight level or route of the in-tended flight. Subsequent adjustments may become necessaryduring the course of the flight.

8.8.4 Radar equipment failure

8.8.4.1 In the event of complete failure of the radarequipment except for air-ground communications, the radarcontroller shall:

a) plot the positions of all aircraft already identified and,in conjunction with the non-radar controller whenapplicable, take the necessary action to establish non-radar separation between the aircraft;

and when relevant:

b) request the appropriate non-radar controller to assumecontrol of the traffic affected;

c) instruct aircraft to communicate with the appropriatenon-radar controller for further instructions.

8.8.4.2 As an emergency measure, use of flight levelsspaced by half the applicable vertical separation minimummay be resorted to temporarily if standard non-radarseparation cannot be provided immediately.

8.8.4.3 Except when there is assurance that the completeradar equipment failure will be of a very limited duration,steps should be taken to limit the number of aircraft permittedto enter the area to that which can be safely handled withoutthe use of radar.

8.8.5 Ground radio failure

8.8.5.1 In the event of complete failure of the groundradio equipment used for radar control, the radar controllershall, unless able to continue to provide the radar service bymeans of other available communication channels, proceed asset forth in 8.8.4.1 a) and b).

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8.8.5.2 Where the provisions in 8.8.4.1 are notapplicable, the controller shall:

a) without delay inform all adjacent control positions orATC units, as applicable, of the failure;

b) appraise such positions or units of the current trafficsituation;

c) request their assistance, in respect of aircraft whichmay establish communications with those positions orunits, in establishing radar or non-radar separationbetween and maintaining control of such aircraft; and

d) instruct adjacent control positions or ATC units tohold or reroute all controlled flights outside the area ofresponsibility of the position or ATC unit that has ex-perienced the failure until such time that the provisionof normal services can be resumed.

8.8.5.3 In order to reduce the impact of complete groundradio equipment failure on the safety of air traffic, the appro-priate ATS authority should establish contingency proceduresto be followed by control positions and ATC units in the eventof such failures. Where feasible and practicable, such contin-gency procedures should provide for the delegation of controlto an adjacent control position or ATC unit in order to permita minimum level of services to be provided as soon aspossible, following the ground radio failure and until normaloperations can be resumed.

8.9 USE OF RADAR IN THEAPPROACH CONTROL SERVICE

8.9.1 General provisions

8.9.1.1 Radar systems used in the provision of approachcontrol service shall be appropriate to the functions and levelof service to be provided.

8.9.1.2 Radar systems used to monitor parallel ILSapproaches shall meet the requirements for such operationsspecified in Chapter 6.

8.9.2 Functions

The information presented on a radar display may be used toperform the following additional functions in the provision ofapproach control service:

a) provide radar vectoring of arriving traffic on to pilot-interpreted final approach aids;

b) provide radar monitoring of parallel ILS approachesand instruct aircraft to take appropriate action in theevent of possible or actual penetrations of the notransgression zone (NTZ);

Note.— See Chapter 6, Section 6.7.

c) provide radar vectoring of arriving traffic to a pointfrom which a visual approach can be completed;

d) provide radar vectoring of arriving traffic to a pointfrom which a precision radar approach or a surveil-lance radar approach can be made;

e) provide radar monitoring of other pilot-interpretedapproaches;

f) in accordance with prescribed procedures, conduct:

i) surveillance radar approaches;

ii) precision radar (PAR) approaches; and

g) provide radar separation between:

i) succeeding departing aircraft;

ii) succeeding arriving aircraft; and

iii) a departing aircraft and a succeeding arrivingaircraft.

8.9.3 General approach radar procedures

8.9.3.1 The appropriate ATS authority shall establishprocedures to ensure that the aerodrome controller is keptinformed of the sequence of arriving aircraft, as well as anyinstructions and restrictions which have been issued to suchaircraft in order to maintain separation after transfer of controlto the aerodrome controller.

8.9.3.2 Prior to, or upon commencement of, radarvectoring for approach, the pilot shall be advised of the typeof approach as well as the runway to be used.

8.9.3.3 The radar controller shall advise an aircraft beingradar vectored for an instrument approach of its position atleast once prior to commencement of final approach.

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8.9.3.4 When giving distance information, the radarcontroller shall specify the point or navigation aid to which theinformation refers.

8.9.3.5 The initial and intermediate approach phases ofan approach executed under the direction of a radar controllercomprise those parts of the approach from the time radarvectoring is initiated for the purpose of positioning the aircraftfor a final approach, until the aircraft is on final approach and:

a) established on the final approach path of a pilot-interpreted aid; or

b) reports that it is able to complete a visual approach; or

c) ready to commence a surveillance radar approach; or

d) transferred to the precision radar approach controller.

8.9.3.6 Aircraft vectored for final approach should begiven a heading or a series of headings calculated to close withthe final approach track. The final vector shall enable theaircraft to be established in level flight on the final approachtrack prior to intercepting the specified or nominal glide pathif an MLS, ILS or radar approach is to be made, and shouldprovide an intercept angle with the final approach track of45 degrees or less.

Note.— See Chapter 6, Section 6.7.3.2, concerning radarvectoring of independent parallel approaches.

8.9.3.7 Whenever an aircraft is assigned a radar vectorwhich will take it through the final approach track, it should beadvised accordingly, stating the reason for the vector.

8.9.4 Vectoring to pilot-interpretedfinal approach aid

8.9.4.1 An aircraft vectored to intercept a pilot-interpreted final approach aid shall be instructed to reportwhen established on the final approach track. Clearance for theapproach should be issued prior to when the aircraft reportsestablished, unless circumstances preclude the issuance of theclearance at such time. Radar vectoring will normally termin-ate at the time the aircraft leaves the last assigned heading tointercept the final approach track.

8.9.4.2 The radar controller shall be responsible formaintaining radar separation between succeeding aircraft onthe same final approach, except that the responsibility may betransferred to the aerodrome controller in accordance with

procedures prescribed by the appropriate ATS authority andprovided radar information is available to the aerodromecontroller.

8.9.4.3 Transfer of control of succeeding aircraft on finalapproach from the radar controller to the aerodrome controllershall be effected in accordance with procedures prescribed bythe appropriate ATS authority.

8.9.4.4 Transfer of communications to the aerodromecontroller should be effected at such a point or time thatclearance to land or alternative instructions can be issued tothe aircraft in a timely manner.

8.9.5 Vectoring for visual approach

Note.— See also Chapter 6, Section 6.5.3.

8.9.5.1 The radar controller may initiate radar vectoringof an aircraft for visual approach provided the reportedceiling is above the minimum altitude applicable to radarvectoring and meteorological conditions are such that, withreasonable assurance, a visual approach and landing can becompleted.

8.9.5.2 Clearance for visual approach shall be issuedonly after the pilot has reported the aerodrome or thepreceding aircraft in sight, at which time radar vectoringwould normally be terminated.

8.9.6 Radar approaches

8.9.6.1 GENERAL PROVISIONS

8.9.6.1.1 During the period that a radar controller isengaged in giving surveillance radar or precision radarapproaches, he or she should not be responsible for any dutiesother than those directly connected with such approaches.

8.9.6.1.2 Radar controllers conducting radar approachesshall be in possession of information regarding the obstacleclearance altitudes/heights established for the types ofapproach to be conducted.

8.9.6.1.3 Prior to commencement of a radar approach,the aircraft shall be informed of:


b) the applicable obstacle clearance altitude/height;

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c) the angle of the nominal glide path and, if soprescribed by the appropriate ATS authority orrequested by the aircraft, the approximate rate ofdescent to be maintained;

Note.— See the Air Traffic Services PlanningManual (Doc 9426) regarding calculation of approxi-mate rates of descent.

d) the procedure to be followed in the event of radio-communication failure, unless the procedure has beenpublished in AIPs.

8.9.6.1.4 When a radar approach cannot be continueddue to any circumstance, the aircraft should be immediatelyinformed that a radar approach or continuation thereof is notpossible. The approach should be continued if this is possibleusing non-radar facilities or if the pilot reports that theapproach can be completed visually; otherwise an alternativeclearance should be given.

8.9.6.1.5 Aircraft making a radar approach should bereminded, when on final approach, to check that the wheels aredown and locked.

8.9.6.1.6 Unless otherwise prescribed by the appropriateATS authority, the radar controller should notify the aero-drome controller or, when applicable, the non-radar controllerwhen an aircraft making a radar approach is approximately15 km (8 NM) from touchdown. If landing clearance is notreceived at this time, a subsequent notification should be madeat approximately 8 km (4 NM) from touchdown and landingclearance requested.

8.9.6.1.7 Clearance to land or any alternative clearancereceived from the aerodrome controller or, when applicable,the non-radar controller should normally be passed to theaircraft before it reaches a distance of 4 km (2 NM) fromtouchdown.

8.9.6.1.8 An aircraft making a radar approach should:

a) be directed to execute a missed approach in thefollowing circumstances:

i) when the aircraft appears to be dangerouslypositioned on final approach; or

ii) for reasons involving traffic conflictions; or

iii) if no clearance to land has been received from thenon-radar controller by the time the aircraft

reaches a distance of 4 km (2 NM) from touch-down or such other distance as has been agreedwith the aerodrome control tower; or

iv) on instructions by the aerodrome controller; or

b) be advised to consider executing a missed approach inthe following circumstances:

i) when the aircraft reaches a position from which itappears that a successful approach cannot becompleted; or

ii) if the aircraft is not visible on the radar displayfor any significant interval during the last 4 km(2 NM) of the approach; or

iii) if the position or identification of the aircraft is indoubt during any portion of the final approach.

In all such cases, the reason for the instruction or the adviceshould be given to the pilot.

8.9.6.1.9 Unless otherwise required by exceptional cir-cumstances, radar instructions concerning a missed approachshould be in accordance with the prescribed missed approachprocedure and should include the level to which the aircraft isto climb and heading instructions to keep the aircraft withinthe missed approach area during the missed approachprocedure.

8.9.7 Final approach procedures

8.9.7.1 SURVEILLANCE RADAR APPROACH

8.9.7.1.1 A final approach using solely surveillance radarshould not be carried out if precision approach radar isavailable, unless meteorological conditions are such as toindicate with reasonable certainty that a surveillance radarapproach can be completed successfully.

8.9.7.1.2 A surveillance radar approach shall only beperformed with equipment suitably sited and a radar displayspecifically marked to provide information on position relativeto the extended centre line of the runway to be used anddistance from touchdown, and which is specifically approvedfor the purpose by the appropriate ATS authority.

8.9.7.1.3 When conducting a surveillance radarapproach, the radar controller shall comply with the following:

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a) at or before the commencement of the final approach,the aircraft shall be informed of the point at which thesurveillance radar approach will be terminated;

b) the aircraft shall be informed when it is approachingthe point at which it is computed that descent shouldbegin, and just before reaching that point it shall beinformed of the obstacle clearance altitude/height andinstructed to descend and check the applicableminima;

c) azimuth instructions shall be given in accordance withthe precision approach technique (see 8.9.7.2.4);

d) except as provided in 8.9.7.1.4, distance from touch-down shall normally be passed at every 2 km(each NM);

e) pre-computed levels through which the aircraft shouldbe passing to maintain the glide path shall also betransmitted at every 2 km (each NM) at the same timeas the distance;

f) the surveillance radar approach shall be terminated:

i) at a distance of 4 km (2 NM) from touchdown,except as provided in 8.9.7.1.4; or

ii) before the aircraft enters an area of continuousradar clutter; or

iii) when the pilot reports that a visual approach canbe effected;

whichever is the earliest.

8.9.7.1.4 When, as determined by the appropriate ATSauthority, the accuracy of the radar equipment permits,surveillance radar approaches may be continued to thethreshold of the runway, or to a prescribed point less than4 km (2 NM) from touchdown, in which case:

a) distance and level information shall be given at eachkm (each half NM);

b) transmission should not be interrupted for intervals ofmore than five seconds while the aircraft is within adistance of 8 km (4 NM) from touchdown;

c) the radar controller should not be responsible for anyduties other than those directly connected with aparticular approach.

8.9.7.1.5 Levels through which the aircraft should passto maintain the required glide path, and the associateddistances from touchdown, shall be pre-computed anddisplayed in such a manner as to be readily available to theradar controller.

Note.— See the Air Traffic Services Planning Manual(Doc 9426) regarding pre-computation of levels.

8.9.7.2 PRECISION RADAR APPROACH

8.9.7.2.1 DUTIES OF PRECISION APPROACH CONTROLLER

During the period the radar controller is engaged in giving aprecision approach, the controller should not be responsiblefor any duties other than those directly connected with thatparticular approach.

8.9.7.2.2 TRANSFER OF CONTROL

Aircraft to be provided with a precision radar approach shallhave been transferred to the radar controller in charge of theprecision approach at a distance of not less than 2 km (1 NM)from the point of interception of the glide path, unlessotherwise provided by the appropriate ATS authority.

8.9.7.2.3 COMMUNICATIONS

When control of the aircraft is assumed by the radar controllerin charge of the precision approach, a communications checkshall be made on the channel to be used during the precisionapproach and the pilot shall be advised that no furtheracknowledgement of transmission is required. Thereafter,transmission should not be interrupted for intervals of morethan five seconds while the aircraft is on final approach.

8.9.7.2.4 AZIMUTH INFORMATION AND CORRECTIONS

8.9.7.2.4.1 The pilot shall be informed at regularintervals of the aircraft’s position in relation to the extendedcentre line of the runway. Heading corrections shall be givenas necessary to bring the aircraft back on to the extendedcentre line.

8.9.7.2.4.2 In the case of azimuth deviations, the pilotshould not take corrective action unless specifically instructedto do so.

8.9.7.2.5 ELEVATION INFORMATION AND ADJUSTMENTS

8.9.7.2.5.1 The aircraft shall be informed when it isapproaching the point of interception of the glide path and, justbefore intercepting the glide path, it shall be instructed to

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begin its descent and to check the applicable decisionaltitude/height. Thereafter, the aircraft shall be informed atregular intervals of its position in relation to the glide path.When no corrections are required, the aircraft should beinformed at regular intervals that it is on the glide path.Deviations from the glide path shall be given to the aircraft,together with instructions to adjust the rate of descent if thecorrective action taken by the aircraft does not appear to besufficient. The aircraft shall be informed when it starts toregain the glide path, and immediately before it reaches theglide path.

8.9.7.2.5.2 In the case of deviations from the glide path,the pilot should take corrective action on the basis of theinformation given by the controller, even though notspecifically instructed to do so.

8.9.7.2.5.3 Prior to the aircraft reaching a point 4 km(2 NM) from touchdown, or a greater distance as necessary forfaster aircraft, a certain degree of tolerance should be allowedwith regard to deviations from the glide path, and elevationinformation need not specify the actual number of metres (orfeet) above or below the glide path unless it is required toemphasize the rate of change or the extent of the displacement.Thereafter, any deviations from the glide path should be givento the aircraft, preferably in terms of specific distances (metresor feet) above or below the glide path. The use of emphasis inthe manner in which the information is transmitted shouldnormally be sufficient to expedite action by the pilot whennecessary (e.g. “STILL 20 metres (60 feet) too low”).

8.9.7.2.5.4 Should the elevation element fail during aprecision radar approach, the radar controller shall inform theaircraft immediately. If possible, the controller shall change toa surveillance radar approach, informing the aircraft of therevised obstacle clearance altitude/height. Alternatively, in-structions should be given for a missed approach.

8.9.7.2.6 DISTANCE INFORMATION

The distance from touchdown should be transmitted atintervals of 2 km (1 NM) until the aircraft reaches a distanceof 8 km (4 NM) from touchdown. Thereafter distanceinformation should be transmitted at more frequent intervals,priority being given, however, to the provision of azimuth andelevation information and guidance.

8.9.7.2.7 TERMINATION OF A PRECISION RADAR APPROACH

A precision radar approach is terminated when the aircraftreaches the point at which the glide path intercepts the obstacleclearance altitude/height. Nevertheless, information shallcontinue to be given until the aircraft is over the threshold, or

at such distance therefrom as may be specified by theappropriate ATS authority, taking into account the capabilityof the equipment concerned. The approach may be monitoredto touchdown and information may continue to be provided asnecessary at the discretion of the radar controller in charge ofthe precision approach in which case the aircraft shall beinformed when it is over the threshold.

8.9.7.2.8 MISSED APPROACHES

When information provided by the elevation element indicatesthat the aircraft may be initiating a missed approach, the radarcontroller shall take the following action:

a) when there is sufficient time to obtain a reply from thepilot (e.g. when the aircraft is more than 4 km (2 NM)from touchdown), the radar controller shall transmitthe aircraft’s height above the glide path and ask if thepilot intends to make a missed approach. If this isconfirmed by the pilot, the radar controller shall passmissed approach instructions (see 8.9.6.1.8);

b) when there is not sufficient time to obtain a reply fromthe pilot (e.g. when the aircraft is at 4 km (2 NM) orless from touchdown) the precision approach shouldbe continued, emphasizing the aircraft’s displacement,and terminated at the normal termination point. If it isapparent from elevation information that the aircraft ismaking a missed approach, either before or after thenormal termination point, the radar controller shallpass missed approach instructions (see 8.9.6.1.8).

8.10 USE OF RADAR IN THEAERODROME CONTROL SERVICE

8.10.1 Surveillance radar

8.10.1.1 When authorized by and subject to conditionsprescribed by the appropriate ATS authority, surveillanceradar may be used in the provision of aerodrome controlservice to perform the following functions:

a) radar monitoring of aircraft on final approach;

b) radar monitoring of other aircraft in the vicinity of theaerodrome;

c) establishing radar separation between succeedingdeparting aircraft; and

d) providing navigation assistance to VFR flights.

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8.10.1.2 Special VFR flights shall not be radar vectoredunless special circumstances, such as emergencies, dictateotherwise.

8.10.1.3 Caution shall be exercised when radar vectoringVFR flights so as to ensure that the aircraft concerned does notinadvertently enter instrument meteorological conditions.

8.10.1.4 In prescribing conditions and procedures for theuse of radar in the provision of aerodrome control service, theappropriate ATS authority shall ensure that the availabilityand use of radar information will not be detrimental to visualobservation of aerodrome traffic.

Note.— Control of aerodrome traffic is in the main basedon visual observation of the manoeuvring area and the vicinityof the aerodrome by the aerodrome controller.

8.10.2 Use of surface movement radar (SMR)

Note.— Requirements concerning the provision of SMRare contained in Annex 14, Volume I, Chapter 8. Guidancematerial on the use of SMR is contained in the Air TrafficServices Planning Manual (Doc 9426), Part II.

8.10.2.1 GENERAL PROVISIONS

8.10.2.1.1 The use of SMR should be related to theoperational conditions and requirements of the particular aero-drome (i.e. visibility conditions, traffic density and aerodromelayout).

8.10.2.1.2 SMR systems shall to the extent possibleenable the detection and display of the movement of allaircraft and vehicles on the manoeuvring area in a clear andunambiguous manner.

8.10.2.1.3 Aircraft and vehicle radar position indicationsmay be displayed in symbolic or non-symbolic form. Whereradar labels are available for display, the capability should beprovided for inclusion of aircraft and vehicle identification bymanual or automated means.

8.10.2.2 FUNCTIONS

8.10.2.2.1 SMR should be used to augment visualobservation of traffic on the manoeuvring area and to providesurveillance of traffic on those parts of the manoeuvring areawhich cannot be observed visually.

8.10.2.2.2 The information displayed on an SMR displaymay be used to assist in:

a) monitoring of aircraft and vehicles on the manoeuvringarea for compliance with clearances and instructions;

b) determining that a runway is clear of traffic prior toa landing or take-off;

c) providing information on essential local traffic on ornear the manoeuvring area;

d) determining the location of aircraft and vehicles onthe manoeuvring area;

e) providing directional taxi information to aircraft whenrequested by the pilot or deemed necessary by thecontroller. Except under special circumstances, e.g.emergencies, such information should not be issued inthe form of specific heading instructions; and

f) providing assistance and advice to emergency vehicles.

8.10.2.3 IDENTIFICATION OF AIRCRAFT

Where SMR is used, aircraft may be identified by one or moreof the following procedures:

a) by correlating a particular radar position indicationwith:

i) an aircraft position visually observed by thecontroller;

ii) an aircraft position reported by the pilot; or

iii) an identified radar position indication displayed ona surveillance radar display;

b) by transfer of radar identification when authorized bythe appropriate ATS authority; and

c) by automated identification procedures when author-ized by the appropriate ATS authority.

8.11 USE OF RADAR IN THEFLIGHT INFORMATION SERVICE

Note.— The use of radar in the provision of flightinformation service does not relieve the pilot-in-command of

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an aircraft of any responsibilities, including the final decisionregarding any suggested alteration of the flight plan.

8.11.1 Functions

8.11.1.1 The information presented on a radar displaymay be used to provide identified aircraft with:

a) information regarding any aircraft observed to be on aconflicting path with the radar-identified aircraft andsuggestions or advice regarding avoiding action;

b) information on the position of significant weather and,as practicable, advice to the aircraft on how best tocircumnavigate any such areas of adverse weather(see 8.6.9.2, Note);

c) information to assist the aircraft in its navigation.

8.11.1.2 Radar air traffic advisory service. When radaris used in the provision of air traffic advisory service, theprocedures in Section 8.2 for the use of radar in the air trafficcontrol service shall be applied subject to the conditions andlimitations governing the provision of air traffic advisoryservice, as set forth in Chapter 9, 9.1.4.

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CHAPTER 9. FLIGHT INFORMATION SERVICEAND ALERTING SERVICE

9.1. FLIGHT INFORMATION SERVICE

9.1.1 Recording and transmission ofinformation on the progress of flights

Information on the actual progress of flights, including thoseof heavy or medium unmanned free balloons, under neither airtraffic control service nor air traffic advisory service shall be:

a) recorded by the air traffic services unit serving the FIRwithin which the aircraft is flying in such a mannerthat it is available for reference and in case it isrequested for search and rescue action;

b) transmitted by the air traffic services unit receiving theinformation to other air traffic services unitsconcerned, when so required in accordance withChapter 10, 10.2.2.

9.1.2 Transfer of responsibility for theprovision of flight information service

The responsibility for the provision of flight informationservice to a flight normally passes from the appropriate ATSunit in an FIR to the appropriate ATS unit in the adjacent FIRat the time of crossing the common FIR boundary. However,when coordination is required in accordance with Chapter 8,8.2.1, but communication facilities are inadequate, the formerATS unit shall, as far as practicable, continue to provide flightinformation service to the flight until it has established two-way communication with the appropriate ATS unit in the FIRit is entering.

9.1.3 Transmission of information

9.1.3.1 MEANS OF TRANSMISSION

9.1.3.1.1 Except as provided in 9.1.3.2.1, informationshall be disseminated to aircraft by one or more of thefollowing means as determined by the appropriate ATSauthority:

a) the preferred method of directed transmission on theinitiative of the appropriate ATS unit to an aircraft,ensuring that receipt is acknowledged; or

b) a general call, unacknowledged transmission to allaircraft concerned; or

c) broadcast; or

d) data link.

Note.— It should be recognized that in certaincircumstances, e.g. during the last stages of a final approach,it may be impracticable for aircraft to acknowledge directedtransmissions.

9.1.3.1.2 The use of general calls shall be limited tocases where it is necessary to disseminate essential infor-mation to several aircraft without delay, e.g. the suddenoccurrence of hazards, a change of the runway-in-use, or thefailure of a key approach and landing aid.

9.1.3.2 TRANSMISSION OF SPECIAL AIR-REPORTS,SIGMET AND AIRMET INFORMATION

9.1.3.2.1 Appropriate SIGMET and AIRMET infor-mation, as well as special air-reports which have not been usedfor the preparation of a SIGMET, shall be disseminated toaircraft by one or more of the means specified in 9.1.3.1.1 asdetermined on the basis of regional air navigation agreements.Special air-reports shall be disseminated to aircraft for a periodof 60 minutes after their issuance.

9.1.3.2.2 The special air-report, SIGMET and AIRMETinformation to be passed to aircraft on ground initiative shouldcover a portion of the route up to one hour’s flying time aheadof the aircraft except when another period has been determinedon the basis of regional air navigation agreements.

9.1.3.3 TRANSMISSION OF INFORMATION

CONCERNING VOLCANIC ACTIVITY

Information concerning pre-eruption volcanic activity,volcanic eruptions and volcanic ash clouds shall bedisseminated to aircraft by one or more of the means

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specified in 9.1.3.1.1 as determined on the basis of regionalair navigation agreements.

9.1.3.4 TRANSMISSION OF INFORMATION CONCERNING

RADIOACTIVE MATERIALS AND

TOXIC CHEMICAL CLOUDS

Information on the release into the atmosphere of radioactivematerials or toxic chemicals which could affect airspace withinthe area of responsibility of the ATS unit shall be transmittedto aircraft by one or more of the means specified in 9.1.3.1.1.

9.1.3.5 TRANSMISSION OF SPECI AND AMENDED TAF

9.1.3.5.1 Special reports in the SPECI code form andamended TAF shall be transmitted on request and supple-mented by:

a) directed transmission from the appropriate air trafficservices unit of selected special reports and amendedTAF for the departure, destination and its alternateaerodromes, as listed in the flight plan; or

b) a general call on appropriate frequencies for theunacknowledged transmission to affected aircraft ofselected special reports and amended TAF; or

c) continuous or frequent broadcast or the use of data linkto make available current METAR and TAF in areasdetermined on the basis of regional air navigationagreements where traffic congestion dictates.VOLMET broadcasts and/ or D-VOLMET should beused to serve this purpose (see Annex 11, 4.4).

9.1.3.5.2 The passing of amended aerodrome forecasts toaircraft on the initiative of the appropriate air traffic servicesunit should be limited to that portion of the flight where theaircraft is within a specified time from the aerodrome ofdestination, such time being established on the basis ofregional air navigation agreements.

9.1.3.6 TRANSMISSION OF INFORMATION ON HEAVY

OR MEDIUM UNMANNED FREE BALLOONS

Appropriate information on heavy or medium unmanned freeballoons shall be disseminated to aircraft by one or more of themeans specified in 9.1.3.1.1.

9.1.3.7 TRANSMISSION OF INFORMATION

TO SUPERSONIC AIRCRAFT

The following information shall be available at appropriateACCs or flight information centres for aerodromes determinedon the basis of regional air navigation agreements and shall betransmitted on request to supersonic aircraft prior tocommencement of deceleration/ descent from supersoniccruise:

a) current meteorological reports and forecasts, exceptthat where communications difficulties are encoun-tered under conditions of poor propagation, theelements transmitted may be limited to:

i) mean surface wind, direction and speed (includinggusts);

ii) visibility or runway visual range;

iii) amount and height of base of low clouds;

iv) other significant information;

Note.— See Chapter 11, 11.4.3.2.3.8.

v) if appropriate, information regarding expectedchanges;

b) operationally significant information on the status offacilities relating to the runway in use, including theprecision approach category in the event that thelowest approach category promulgated for the runwayis not available;

c) sufficient information on the runway surface conditionsto permit assessment of the runway braking action.

9.1.4 Air traffic advisory service

9.1.4.1 OBJECTIVE AND BASIC PRINCIPLES

9.1.4.1.1 The objective of the air traffic advisory serviceis to make information on collision hazards more effectivethan it would be in the mere provision of flight informationservice. It may be provided to aircraft conducting IFR flightsin advisory airspace or on advisory routes (Class F airspace).Such areas or routes will be specified by the State concerned.

9.1.4.1.2 Taking into account the consideration detailedin 2.4 of Annex 11, air traffic advisory service should onlybe implemented where the air traffic services are inadequate

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Chapter 9. Flight Information Service and Alerting Service 9-3

for the provision of air traffic control, and the limited adviceon collision hazards otherwise provided by flight informationservice will not meet the requirement. Where air trafficadvisory service is implemented, this should be considerednormally as a temporary measure only until such time as itcan be replaced by air traffic control service.

9.1.4.1.3 Air traffic advisory service does not afford thedegree of safety and cannot assume the same responsibilitiesas air traffic control service in respect of the avoidance ofcollisions, since information regarding the disposition oftraffic in the area concerned available to the unit providing airtraffic advisory service may be incomplete. To make this quiteclear, air traffic advisory service does not deliver “clearances”but only “advisory information” and it uses the word “advise”or “suggest” when a course of action is proposed to an aircraft.

Note.— See 9.1.4.2.2.

9.1.4.2 AIRCRAFT

9.1.4.2.1 AIRCRAFT USING THE AIR TRAFFIC ADVISORY SERVICE

IFR flights electing to use or required by the appropriate ATSauthority on the basis of regional air navigation agreements touse the air traffic advisory service when operating withinClass F airspace are expected to comply with the sameprocedures as those applying to controlled flights except that:

a) the flight plan and changes thereto are not subjected toa clearance, since the unit furnishing air trafficadvisory service will only provide advice on thepresence of essential traffic or suggestions as to apossible course of action;

Note 1.— It is assumed that a pilot will not effecta change in the current flight plan until he or she hasnotified the intended change to the appropriate ATSunit, and, if practicable, has received acknowledge-ment or relevant advice.

Note 2.— When a flight is operating or about tooperate in a control area to continue eventually intoan advisory area or along an advisory route, aclearance may be issued for the whole route, but theclearance as such, or revisions thereto, applies only tothose portions of the flight conducted within controlareas and control zones (3.7.4.4 of Annex 11). Adviceor suggestions would be provided as necessary for theremaining portion of the route.

b) it is for the aircraft to decide whether or not it willcomply with the advice or suggestion received and to

inform the unit providing air traffic advisory service,without delay, of its decision;

c) air-ground contacts shall be made with the air trafficservices unit designated to provide air traffic advisoryservice within the advisory airspace or portion thereof.

Note.— See Chapter 4, 4.4.2, for procedures governingsubmission of a flight plan.

9.1.4.2.2 AIRCRAFT NOT USING THE AIR TRAFFIC

9.1.4.2.2 ADVISORY SERVICE

9.1.4.2.2.1 Aircraft wishing to conduct IFR flights withinadvisory airspace, but not electing to use the air trafficadvisory service, shall nevertheless submit a flight plan, andnotify changes made thereto to the unit providing that service.

Note.— See Chapter 4, 4.4.2, for procedures governingsubmission of a flight plan.

9.1.4.2.2.2 IFR flights intending to cross an advisoryroute should do so as nearly as possible at an angle of 90degrees to the direction of the route and at a level, appropriateto its track, selected from the tables of cruising levelsprescribed for use by IFR flights operating outside controlledairspace.

9.1.4.3 AIR TRAFFIC SERVICES UNITS

Note.— The efficiency of air traffic advisory service willdepend largely on the procedures and practices in use. Itsestablishment in line with the organization, procedures andequipment of area control service, taking into account thebasic differences of the two services, as indicated in9.1.4.2.1.1, will help to ensure a high degree of efficiency andpromote uniformity in the various provisions of air trafficadvisory service. For example, exchange of information by theunits concerned on the progress of an aircraft from oneadvisory area into an adjacent control area or terminalcontrol area, and vice versa, will help to relieve pilots fromrepeating details of their flight plans already filed; also, use ofstandard air traffic control phraseology, preceded by the word“suggest” or “advise”, will facilitate the pilot’s understandingof air traffic advisory service intelligence.

9.1.4.3.1 An air traffic services unit providing air trafficadvisory service shall:

9.1.4.3.1.1 Advise the aircraft to depart at the timespecified and to cruise at the levels indicated in the flight planif it does not foresee any conflict with other known traffic.

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9.1.4.3.1.2 Suggest to aircraft a course of action bywhich a potential hazard may be avoided, giving priority to anaircraft already in advisory airspace over other aircraftdesiring to enter such advisory airspace.

9.1.4.3.1.3 Pass to aircraft traffic information compris-ing the same information as that prescribed for area controlservice.

9.1.4.3.2 The criteria used as a basis for action under9.1.4.3.1.2 and 9.1.4.3.1.3 should be at least those laid downfor aircraft operating in controlled airspace and should takeinto account the limitations inherent in the provision of airtraffic advisory service, navigation facilities and air-groundcommunications prevailing in the Region.

9.2 ALERTING SERVICE

9.2.1 Aircraft

Note.— Whenever applied, the procedures for theprovision of air traffic control service or air traffic advisoryservice take the place of the following procedures, exceptwhen relevant procedures do not call for more than hourlyposition reports, in which case the Operations normalprocedure applies.

9.2.1.1 When so required by the appropriate ATSauthority to facilitate the provision of alerting and search andrescue services, an aircraft, prior to and when operating withinor into designated areas or along designated routes, shallcomply with the provisions detailed in Annex 2, Chapter 3,concerning the submission, completion, changing and closingof a flight plan.

9.2.1.2 In addition to the above, aircraft equipped withsuitable two-way radiocommunications shall report during theperiod twenty to forty minutes following the time of lastcontact, whatever the purpose of such contact, merely toindicate that the flight is progressing according to plan, suchreport to comprise identification of the aircraft and the words“Operations normal” or the signal QRU.

9.2.1.3 The “Operations normal” message shall betransmitted air-ground to an appropriate air traffic services unit(e.g. normally to the aeronautical telecommunication stationserving the air traffic services unit in charge of the FIR inwhich the aircraft is flying, otherwise to another aeronauticaltelecommunication station to be retransmitted as required tothe air traffic services unit in charge of the FIR).

9.2.1.4 It may be advisable, in case of a SAR operationof a substantial duration, to promulgate by NOTAM the lateraland vertical limits of the area of SAR action, and to warnaircraft not engaged in actual SAR operations and notcontrolled by air traffic control to avoid such areas unlessotherwise authorized by the appropriate ATS unit.

9.2.2 Air traffic services units

9.2.2.1 When no report from an aircraft has beenreceived within a reasonable period of time (which may be aspecified interval prescribed on the basis of regional airnavigation agreements) after a scheduled or expected reportingtime, the ATS unit shall, within the stipulated period of thirtyminutes, endeavour to obtain such report in order to be in aposition to apply the provisions relevant to the “UncertaintyPhase” (Annex 11, 5.2.1 refers) should circumstances warrantsuch application.

9.2.2.2 When alerting service is required in respect of aflight operated through more than one FIR or control area, andwhen the position of the aircraft is in doubt, responsibility forcoordinating such service shall rest with the ATS unit of theFIR or control area:

1) within which the aircraft was flying at the time of lastair-ground radio contact;

2) that the aircraft was about to enter when last air-ground contact was established at or close to theboundary of two FIRs or control areas;

3) within which the aircraft’s intermediate stop or finaldestination point is located:

a) if the aircraft was not equipped with suitable two-way radiocommunication equipment; or

b) was not under obligation to transmit positionreports.

9.2.2.3 The unit responsible for alerting service, inaccordance with 9.2.2.2, shall:

— notify units providing alerting service in other affectedFIRs or control areas of the emergency phase orphases, in addition to notifying the rescue coordinationcentre associated with it;

— request those units to assist in the search for any usefulinformation pertaining to the aircraft presumed to be in

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Chapter 9. Flight Information Service and Alerting Service 9-5

an emergency, by all appropriate means and especiallythose indicated in 5.3 of Annex 11 (Use of com-munication facilities);

— collect the information gathered during each phase ofthe emergency and, after verifying it as necessary,transmit it to the rescue coordination centre;

— announce the termination of the state of emergency ascircumstances dictate.

9.2.2.4 In obtaining the necessary information asrequired under 5.2.2.1 of Annex 11, attention shall particularlybe given to informing the relevant rescue coordination centreof the distress frequencies available to survivors, as listed inItem 19 of the flight plan but not normally transmitted.

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CHAPTER 10. COORDINATION

10.1 GENERAL

In circumstances where an aircraft is experiencingan emergency or has declared minimum fuel, or in any othersituation wherein the safety of the aircraft is not assured, thetype of emergency and the circumstances experienced by theaircraft shall be included in the coordination message.

10.2 COORDINATION IN RESPECT OF THEPROVISION OF FLIGHT INFORMATION

SERVICE AND ALERTING SERVICE

10.2.1 Where this is deemed necessary by theappropriate ATS authority or authorities, coordination betweenATS units providing flight information service in adjacentFIRs shall be effected in respect of IFR and VFR flights, inorder to ensure continued flight information service to suchaircraft in specified areas or along specified routes. Suchcoordination shall be effected in accordance with an agreementbetween the ATS units concerned.

10.2.2 Where coordination of flights is effected inaccordance with 10.2.1, this shall include transmission of thefollowing information on the flight concerned:

a) appropriate items of the current flight plan; and

b) the time at which last contact was made with theaircraft concerned.

10.2.3 This information shall be forwarded to the airtraffic services unit in charge of the next FIR in which theaircraft will operate prior to the aircraft entering such FIR.

10.2.4 When so required by agreement between theappropriate ATS authorities to assist in the identification ofstrayed or unidentified aircraft and thereby eliminate orreduce the need for interception, flight plan and flightprogress information for flights along specified routes orportions of routes in close proximity to FIR boundaries shallalso be provided to the air traffic services units in charge ofthe FIRs adjacent to such routes or portions of routes.

10.3 COORDINATION IN RESPECT OF THEPROVISION OF AIR TRAFFIC

ADVISORY SERVICE

ATS units providing air traffic advisory service shall apply thecoordination procedures specified in Section 10.4 with respectto such aircraft having elected to use this type of service.

10.4 COORDINATION IN RESPECT OF THEPROVISION OF AIR TRAFFIC

CONTROL SERVICE

10.4.1 General

10.4.1.1 The coordination and transfer of control of aflight between successive ATC units and control sectors shallbe effected by a process comprising the following stages:

a) announcement of the flight and the proposed transferof control conditions;

b) coordination of and agreement on the transfer ofcontrol conditions; and

c) the transfer of control to the accepting ATC unit orcontrol sector.

10.4.1.2 ATC units should, to the extent possible,establish and apply standardized procedures for the coor-dination and transfer of control of flights, in order, inter alia,to reduce the need for verbal coordination. Such coordinationprocedures shall conform to the procedures contained in thefollowing provisions and be specified in letters of agreementand local instructions, as applicable.

10.4.1.3 Such agreements and instructions shall cover thefollowing as relevant:

a) definition of areas of responsibility and commoninterest, airspace structure and airspace classifi-cation(s);

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b) any delegation of responsibility for the provision ofATS;

c) procedures for the exchange of flight plan and controldata, including use of automated and/or verbalcoordination messages;

d) means of communication;

e) requirements and procedures for approval requests;

f) significant points, levels or times for transfer ofcontrol;

g) significant points, levels or times for transfer ofcommunication;

h) conditions applicable to the transfer and acceptance ofcontrol, such as specified altitudes/flight levels,specific separation minima or spacing to be establishedat the time of transfer, and the use of automated radarhandover;

i) radar coordination procedures and SSR Codeassignment procedures;

j) procedures for departing traffic;

k) designated holding fixes and procedures for arrivingtraffic;

l) applicable contingency procedures; and

m) any other provisions or information relevant to thecoordination and transfer of control of flights.

10.4.2 Coordination between ATC units providing air traffic service within contiguous control areas

10.4.2.1 ATC units shall forward from unit to unit, as theflight progresses, necessary flight plan and controlinformation.

Note.— See also 10.2.4.

10.4.2.1.1 The flight plan and control information shallbe transmitted in sufficient time to permit reception andanalysis of the data by the receiving unit and necessary co-ordination between the two units concerned.

Note.— See Chapter 11 and Appendix 3 for detailsregarding messages, their content and time of transmission.

10.4.2.2 APPROVAL REQUESTS

10.4.2.2.1 If the flying time from the departure aero-drome of an aircraft to the boundary of an adjacent controlarea is less than the specified minimum required to permittransmission of the necessary flight plan and controlinformation to the accepting ATC unit after take-off and allowadequate time for reception, analysis and coordination, thetransferring ATC unit shall, prior to clearing the aircraft,forward that information to the accepting ATC unit togetherwith a request for approval. The required time period shall bespecified in letters of agreement or local instructions, asappropriate.

10.4.2.2.2 In the case of an aircraft in flight requiring aninitial clearance when the flying time to the boundary of anadjacent control area is less than a specified minimum, theaircraft shall be held within the transferring ATC unit’s controlarea until the flight plan and control information has beenforwarded together with a request for approval, and co-ordination effected, with the adjacent ATC unit.

10.4.2.2.3 In the case of an aircraft requesting a changein its current flight plan, or of a transferring ATC unitproposing to change the current flight plan of an aircraft, andthe flying time of the aircraft to the control area boundary isless than a specified minimum, the revised clearance shall bewithheld pending approval of the proposal by the adjacentATC unit. In other circumstances, revisions to previouslytransmitted current flight plan and control data shall be trans-mitted as early as possible, and no approval from the acceptingATC unit shall be required.

10.4.2.2.4 When boundary estimate data are to be trans-mitted for approval by the accepting unit, the time in respectof an aircraft not yet departed shall be based upon theestimated time of departure as determined by the ATC unit inwhose area of responsibility the departure aerodrome islocated. In respect of an aircraft in flight requiring an initialclearance, the time shall be based on the estimated elapsedtime from the holding fix to the boundary plus the timeexpected to be needed for coordination.

10.4.2.2.5 The conditions, including specified flyingtimes, under which approval requests shall be forwarded, shallbe specified in letters of agreement or ATS unit instructions asappropriate.

10.4.2.3 TRANSFER OF CONTROL

10.4.2.3.1 When relevant, the accepting ATC unit shallnotify the transferring ATC unit which changes to the current

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Chapter 10. Coordination 10-3

flight plan are required so that the aircraft can be accepted.Where so specified in letters of agreement between the ATCunits concerned, the accepting ATC unit shall also be requiredto notify the transferring unit when it is able to accept theaircraft concerned under the conditions specified.

10.4.2.3.2 The responsibility for the control of air trafficremains with the ATC unit in whose control area the aircraft isoperating until the time the aircraft is estimated to cross theboundary of that control area, even when control of one ormore aircraft is exercised under delegation by other air trafficcontrol units (see Annex 11, 3.5.2). The accepting unit whichis in communication with an aircraft not yet having reachedthe incoming transfer of control point shall not alter theclearance of such aircraft without the prior approval of thetransferring unit.

Note.— When so agreed between the ATC units concerned,the transfer of control point may be a point other than thecontrol area boundary.

10.4.2.3.3 Where specified in letters of agreementbetween the ATC units concerned, the transferring unit shallnotify the accepting unit that the aircraft is in position to betransferred, and that the responsibility for control should beassumed by the accepting unit, either forthwith or, if aspecified transfer of control point has been established, at thetime when the aircraft passes that point. When an SSR Modeand Code is assigned to the aircraft or is otherwise known, andthe accepting unit is able to make use of these data, they shallbe included in such notification.

10.4.2.3.4 In the event that transfer of control will beeffected prior to the aircraft passing a designated transfer ofcontrol point, the transferring ATC unit shall notify theaccepting unit accordingly. Any release restrictions that applyshall be specified by the transferring ATC unit.

10.4.2.3.5 When transfer of radar control is to beeffected, the appropriate procedures specified in Chapter 8,Section 8.7.5, shall be applied.

10.4.2.4 TRANSFER OF COMMUNICATION

10.4.2.4.1 Where non-radar separation minima are beingapplied, the transfer of air-ground communications of anaircraft from the transferring to the accepting ATC unit shallbe made five minutes before the time at which the aircraft isestimated to reach the common control area boundary, unlessotherwise agreed between the two ATC units concerned.

10.4.2.4.2 When radar or ADS separation minima arebeing applied at the time of transfer of control, the transfer of

air-ground voice and/or data communications of an aircraftfrom the transferring to the accepting ATC unit shall be madeimmediately after the accepting ATC unit has agreed toassume control.

10.4.2.4.3 A notification from the transferring ATC unitthat the aircraft will be instructed or has already beeninstructed to establish radio and/or data communications withthe accepting unit is required in those cases where this hasbeen agreed between the two ATC units concerned.

10.4.2.4.4 The accepting ATC unit shall normally not berequired to notify the transferring unit that radio and/or datacommunication has been established with the aircraft beingtransferred and that control of the aircraft has been assumed,unless otherwise specified by agreement between the ATCunits concerned. The accepting ATC unit shall notify thetransferring unit in the event that communication with theaircraft is not established as expected.

10.4.2.4.5 In cases where a portion of a control area is sosituated that the time taken by aircraft to traverse it is of alimited duration, agreement should be reached to provide fordirect transfer of communication between the units responsiblefor the adjacent control areas, provided that the intermediateunit is fully informed of such traffic. The intermediate unitshall retain responsibility for coordination and for ensuringthat separation is maintained between all traffic within its areaof responsibility.

10.4.2.5 TERMINATION OF CONTROLLED FLIGHT

In the case where a flight ceases to be operated as a controlledflight, i.e. by leaving controlled airspace or by cancelling itsIFR flight and proceeding on VFR in airspace where VFRflights are not controlled, the ATC unit concerned shall ensurethat appropriate information on the flight is forwarded to ATSunit(s) responsible for the provision of flight information andalerting services for the remaining portion of the flight, inorder to ensure that such services will be provided to theaircraft.

10.4.3 Coordination between a unitproviding area control service and a unit

providing approach control service

10.4.3.1 DIVISION OF CONTROL

10.4.3.1.1 Except when otherwise specified in letters ofagreement or local instructions, or by the ACC concerned in

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individual cases, a unit providing approach control servicemay issue clearances to any aircraft released to it by an ACCwithout reference to the ACC. However, when an approach hasbeen missed the ACC shall, if affected by the missed approach,be advised immediately and subsequent action coordinatedbetween the ACC and the unit providing approach controlservice as necessary.

10.4.3.1.2 An ACC may, after coordination with the unitproviding approach control service, release aircraft directly toaerodrome control towers if the entire approach will be madeunder visual meteorological conditions.

10.4.3.2 TAKE-OFF AND CLEARANCE EXPIRY TIMES

10.4.3.2.1 Time of take-off shall be specified by the ACCwhen it is necessary to:

a) coordinate the departure with traffic not released to theunit providing approach control service; and

b) provide en-route separation between departing aircraftfollowing the same route.

10.4.3.2.2 If time of take-off is not specified, the unitproviding approach control service shall determine the take-offtime when necessary to coordinate the departure with trafficreleased to it.

10.4.3.2.3 A clearance expiry time shall be specified bythe ACC if a delayed departure would conflict with traffic notreleased to the unit providing approach control service. If, fortraffic reasons of its own, a unit providing approach controlservice has to specify in addition its own clearance expirytime, this shall not be later than that specified by the ACC.

10.4.3.3 EXCHANGE OF MOVEMENT AND

CONTROL DATA

10.4.3.3.1 The unit providing approach control serviceshall keep the ACC promptly advised of pertinent data oncontrolled traffic such as:

a) runway(s)-in-use and expected type of instrumentapproach procedure;

b) lowest vacant level at the holding fix available for useby the ACC;

c) average time interval or distance between successivearrivals as determined by the unit providing approachcontrol service;

d) revision of the expected approach time issued by theACC when the calculation of the expected approachtime by the unit providing approach control serviceindicates a variation of five minutes or such other timeas has been agreed between the two ATC unitsconcerned;

e) arrival times over the holding fix when these vary bythree minutes, or such other time as has been agreedbetween the two ATC units concerned, from thosepreviously estimated;

f) cancellations by aircraft of IFR flight, if these willaffect levels at the holding fix or expected approachtimes of other aircraft;

g) aircraft departure times;

h) all available information relating to overdue orunreported aircraft;

i) missed approaches which may affect the ACC.

10.4.3.3.2 The ACC shall keep the unit providingapproach control service promptly advised of pertinent data oncontrolled traffic such as:

a) identification, type and point of departure of arrivingaircraft;

b) estimated time and proposed level of arriving aircraftover holding fix or actual time if aircraft is released tothe unit providing approach control service afterarrival over the holding fix;

c) requested type of IFR approach procedure if differentto that specified by the approach control unit;

d) expected approach time issued;

e) when required, statement that aircraft has beeninstructed to contact the unit providing approachcontrol service;

f) when required, statement that an aircraft has beenreleased to the unit providing approach control serviceincluding, if necessary, the time and conditions ofrelease;

g) anticipated delay to departing traffic due to congestion.

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Chapter 10. Coordination 10-5

10.4.3.3.3 Information on arriving aircraft shall beforwarded not less than fifteen minutes before estimated timeof arrival and such information shall be revised as necessary.

10.4.4 Coordination between a unitproviding approach control service and a unit

providing aerodrome control service

10.4.4.1 DIVISION OF CONTROL

10.4.4.1.1 A unit providing approach control serviceshall retain control of arriving aircraft until such aircraft havebeen transferred to the aerodrome control tower and are incommunication with the aerodrome control tower. Exceptwhen otherwise prescribed in letters of agreement or localinstructions, not more than one arrival shall be transferred to aunit providing aerodrome control service during IMC.

10.4.4.1.2 A unit providing approach control service mayauthorize an aerodrome control tower to release an aircraft fortake-off subject to the discretion of the aerodrome controltower with respect to arriving aircraft.

10.4.4.1.3 Aerodrome control towers shall, when soprescribed in letters of agreement or local instructions, obtainapproval from the unit providing approach control serviceprior to authorizing operation of special VFR flights.

10.4.4.2 EXCHANGE OF MOVEMENT AND

CONTROL DATA

10.4.4.2.1 An aerodrome control tower shall keep theunit providing approach control service promptly advised ofpertinent data on relevant controlled traffic such as:

a) arrival and departure times;

b) when required, statement that the first aircraft in anapproach sequence is in communication with and issighted by the aerodrome control tower, and thatreasonable assurance exists that a landing can beaccomplished;

c) all available information relating to overdue orunreported aircraft;

d) information concerning missed approaches;

e) information concerning aircraft that constitute essentiallocal traffic to aircraft under the control of the unitproviding approach control service.

10.4.4.2.2 The unit providing approach control serviceshall keep the aerodrome control tower promptly advised ofpertinent data on controlled traffic such as:

a) estimated time and proposed level of arriving aircraftover the aerodrome, at least fifteen minutes prior toestimated arrival;

b) when required, a statement that an aircraft has beeninstructed to contact the aerodrome control tower andthat control shall be assumed by that unit;

c) anticipated delay to departing traffic due to congestion.

10.4.5 Coordination between control positionswithin the same unit

10.4.5.1 Appropriate flight plan and control informationshall be exchanged between control positions within the sameair traffic control unit, in respect of:

a) all aircraft for which responsibility for control will betransferred from one control position to another;

b) aircraft operating in such close proximity to theboundary between control sectors that control of trafficwithin an adjacent sector may be affected;

c) all aircraft for which responsibility for control has beendelegated by a procedural controller to a radarcontroller, as well as other aircraft affected.

10.4.5.2 Procedures for coordination and transfer ofcontrol between control sectors within the same ATC unit shallconform to the procedures applicable to ATC units.

10.5 COORDINATION BETWEEN AIR TRAFFICSERVICES UNITS AND AERONAUTICAL

TELECOMMUNICATION STATIONS

When so prescribed by the appropriate ATS authority, airtraffic services units shall ensure that the aeronauticaltelecommunications stations serving the centres concerned areinformed regarding transfers of communications contact byaircraft. Unless otherwise provided, information to be madeavailable shall comprise the identification of the aircraft(including SELCAL code, when necessary), the route ordestination (where necessary), and the expected or actual timeof communications transfer.

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PANS-ATM 11-1 1/11/01

CHAPTER 11. AIR TRAFFIC SERVICES MESSAGES

11.1 CATEGORIES OF MESSAGES

11.1.1 The messages listed below are authorized fortransmission via the aeronautical fixed service (including theaeronautical fixed telecommunication network (AFTN), direct-speech circuits or digital data interchange between air trafficservices units, and direct teletypewriter and computer-computer circuits), or via the aeronautical mobile service, asapplicable. They are classified in categories relating to theiruse by the air traffic services and providing an approximateindication of their importance.

Note.— The Priority Indicator in parentheses after eachtype of message is that specified in Annex 10 (Vol. II,Chapter 4) for application when the message is transmittedon the AFTN.

11.1.2 Emergency messages

This category comprises:

a) distress messages and distress traffic, includingmessages relating to a distress phase (SS);

b) urgency messages, including messages relating to analert phase or to an uncertainty phase (DD);

c) other messages concerning known or suspectedemergencies which do not fall under a) or b) above,and radiocommunication failure messages (FF orhigher as required).

Note.— When the messages in a) and b) and, if required,in c) above are filed with the public telecommunicationservice, the Priority Indicator SVH, assigned to telegramsrelating to the safety of life, is to be used in accordance withArticle 25 of the International Telecommunication Convention,Malaga, 1973.

11.1.3 Movement and control messages


a) filed flight plan messages and associated updatemessages (FF), including:

— filed flight plan messages— delay messages— modification messages— flight plan cancellation messages— departure messages— arrival messages;

b) coordination messages (FF), including:

— current flight plan messages— estimate messages— coordination messages— acceptance messages— logical acknowledgement messages;

c) supplementary messages (FF), including:

— request flight plan messages— request supplementary flight plan messages — supplementary flight plan messages;

d) control messages (FF), including:

— clearance messages— transfer of control messages— flow control messages— position report and air-report messages.

11.1.4 Flight information messages


a) messages containing traffic information (FF);

b) messages containing meteorological information (FFor GG);

c) messages concerning the operation of aeronauticalfacilities (GG);

d) messages containing essential aerodrome information(GG);

e) messages concerning air traffic incident reports (FF).

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11.1.5 When justified by the requirement for specialhandling, messages in the fixed service should be assignedthe Priority Indicator DD in place of the normal PriorityIndicator.

11.2 GENERAL PROVISIONS

Note.— The use in this Chapter of expressions such as“originated”, “transmitted”, “addressed” or “received” doesnot necessarily imply that reference is made to a teletypewriteror digital data interchange for a computer-to-computermessage. Except where specifically indicated, the messagesdescribed in this Chapter may also be transmitted by voice, inwhich case the four terms above represent “initiated”,“spoken by”, “spoken to” and “listened to” respectively.

11.2.1 Origination and addressing of messages

11.2.1.1 GENERAL

Note.— Movement messages in this context comprise flightplan messages, departure messages, delay messages, arrivalmessages, cancellation messages and position report messagesand modification messages relevant thereto.

11.2.1.1.1 Messages for air traffic services purposesshall be originated by the appropriate air traffic services unitsor by aircraft as specified in Section 11.3, except that, throughspecial local arrangements, air traffic services units maydelegate the responsibility for originating movement messagesto the pilot, the operator, or its designated representative.

11.2.1.1.2 Origination of movement, control and flightinformation messages for purposes other than air trafficservices (e.g. operational control) shall, except as provided forin Annex 11, 2.15, be the responsibility of the pilot, theoperator, or a designated representative.

11.2.1.1.3 Flight plan messages, amendment messagesrelated thereto and flight plan cancellation messages shall,except as provided in 11.2.1.1.4, be addressed only to those airtraffic services units which are specified in the provisions of11.4.2. Such messages shall be made available to other airtraffic services units concerned, or to specified positionswithin such units and to any other addressees of the messages,in accordance with local arrangements.

11.2.1.1.4 When so requested by the operator concerned,emergency and movement messages which are to be

transmitted simultaneously to air traffic services unitsconcerned, shall also be addressed to:

a) one addressee at the destination aerodrome ordeparture aerodrome, and

b) not more than two operational control units con-cerned,

such addressees to be specified by the operator or itsdesignated representative.

11.2.1.1.5 When so requested by the operator concerned,movement messages transmitted progressively between airtraffic services units concerned and relating to aircraft forwhich operational control service is provided by that operatorshall, so far as practicable, be made available immediately tothe operator or its designated representative in accordance withagreed local procedures.

11.2.1.2 USE OF THE AFTN

11.2.1.2.1 Air traffic services messages to be transmittedvia the AFTN shall contain:

a) information in respect of the priority with which it isto be transmitted and the addressees to whom it is tobe delivered, and an indication of the date and time atwhich it is filed with the aeronautical fixed stationconcerned and of the Originator Indicator (see11.2.1.2.5);

b) the air traffic services data, preceded if necessary bythe supplementary address information described in11.2.1.2.6, and prepared in accordance withAppendix 3. These data will be transmitted as the textof the AFTN message.

11.2.1.2.2 PRIORITY INDICATOR

This shall consist of the appropriate two-letter PriorityIndicator for the message as shown in parentheses for theappropriate category of message in Section 11.1.

Note.— It is prescribed in Annex 10 (Vol. II, Chapter 4)that the order of priority for the transmission of messages inthe AFTN shall be as follows:

Transmission Priority Priority Indicator

1 SS2 DD FF3 GG KK

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Chapter 11. Air Traffic Services Messages 11-3

11.2.1.2.3 ADDRESS

11.2.1.2.3.1 This shall consist of a sequence ofAddressee Indicators, one for each addressee to whom themessage is to be delivered.

11.2.1.2.3.2 Each Addressee Indicator shall consist of aneight-letter sequence comprising, in the following order:

a) the ICAO four-letter Location Indicator assigned to theplace of destination;

Note.— A list of ICAO Location Indicators iscontained in Doc 7910 — Location Indicators.

b) i) the ICAO three-letter designator identifying theaeronautical authority, service or aircraft operatingagency addressed, or

ii) in cases where no designator has been assigned,one of the following:

— “YXY” in the case where the addressee is amilitary service/organization,

— “ZZZ” in the case where the addressee is anaircraft in flight,

— “YYY” in all other cases;

Note.— A list of ICAO three-letter designators iscontained in Doc 8585 — Designators for AircraftOperating Agencies, Aeronautical Authorities andServices.

c) i) the letter X, or

ii) the one-letter designator identifying the departmentor division of the organization addressed.

11.2.1.2.3.3 The following three-letter designators shallbe used when addressing ATS messages to ATS units:

Centre in charge of a Flight Information Region or anUpper Flight Information Region (whether ACC or FIC):

— if the message is relevant to an IFR flight ZQZ

— if the message is relevant to a VFR flight ZFZ

Aerodrome Control Tower ZTZ

Air Traffic Services Reporting Office ZPZ

Other three-letter designators for ATS units shall not be usedfor that purpose.

11.2.1.2.4 FILING TIME

The filing time shall consist of a six-digit date-time groupindicating the date and the time of filing the message fortransmission with the aeronautical fixed station concerned.

11.2.1.2.5 ORIGINATOR INDICATOR

The Originator Indicator shall consist of an eight-lettersequence, similar to an Addressee Indicator (see 11.2.1.2.3.2),identifying the place of origin and the organization originatingthe message.

11.2.1.2.6 SUPPLEMENTARY INFORMATION ON THE

11.2.1.2.6 ADDRESS AND THE ORIGIN

The following supplementary information is required when, inthe Indicators of the Address and/or Origin, the three-letterdesignators “YXY”, “ZZZ” or “YYY” (see 11.2.1.2.3.2 b) ii))are used:

a) the name of the organization or the identity of theaircraft concerned is to appear at the beginning of thetext;

b) the order of such insertions is to be the same as theorder of the Addressee Indicators and/or the OriginatorIndicator;

c) where there are more than one such insertion, the lastshould be followed by the word “STOP”;

d) where there are one or more insertions in respect ofAddressee Indicators plus an insertion in respect of theOriginator Indicator, the word “FROM” is to appearbefore that relating to the Originator Indicator.

Note.— Regarding ATS messages received inteletypewriter page-copy form:

1) ATS messages received via the AFTN will havebeen placed within a communications “envelope”(preceding and following character sequenceswhich are necessary to ensure correct trans-mission via the AFTN). Even the text of the AFTNmessage may be received with words or groupspreceding and following the ATS text.

2) The ATS message may then be located by thesimple rule that it is preceded by an Open Bracket,e.g., ‘(’ and followed by a Close Bracket, e.g., ‘)’.

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3) In some local cases, the teletypewriter machines inuse will always print two specific symbols otherthan Open Bracket and Close Bracket on receipt ofATS messages constructed as prescribed inAppendix 3. Such local variants are easily learnedand are of no consequence.

11.2.2 Preparation and transmission of messages

11.2.2.1 Air traffic services messages shall be preparedand transmitted with standard texts in a standard format and inaccordance with standard data conventions, as and whenprescribed in Appendix 3.

11.2.2.2 When messages are exchanged orally betweenthe relevant air traffic services units, an oral acknowledgementshall constitute evidence of receipt of the message. Noconfirmation in written form shall therefore be required.

Note.— See Annex 11, Chapter 6, regarding therequirement for recording of direct-speech communications.

11.3 METHODS OF MESSAGE EXCHANGE

11.3.1 The lead-time requirements of air traffic controland flow control procedures shall determine the method ofmessage exchange to be used for the exchange of ATS data.

11.3.1.1 The method of message exchange shall also bedependent upon the availability of adequate communicationschannels, the function to be performed, the types of data to beexchanged and the processing facilities at the centresconcerned.

11.3.2 Basic flight plan data necessary for flow controlprocedures shall be furnished at least 60 minutes in advance ofthe flight. Basic flight plan data shall be provided by either afiled flight plan or a repetitive flight plan submitted by mail inthe form of a repetitive flight plan listing form or other mediasuitable for electronic data processing systems.

11.3.2.1 Flight plan data submitted in advance of flightshall be updated by time, level and route changes and otheressential information as may be necessary.

11.3.3 Basic flight plan data necessary for air trafficcontrol purposes shall be furnished to the first en-route controlcentre at least 30 minutes in advance of the flight, and to eachsuccessive centre at least 20 minutes before the aircraft entersthat centre’s area of jurisdiction, in order for it to prepare forthe transfer of control.

11.3.4 The second en-route centre and each successivecentre shall be provided with current data, including updatedbasic flight plan data, contained in a current flight planmessage or in an estimate message supplementing alreadyavailable updated basic flight plan data.

11.3.5 In areas where automated systems are utilized forthe exchange of flight plan data and where these systemsprovide data for several ACCs, approach control units and/oraerodrome control towers, the appropriate messages shall notbe addressed to each individual ATS unit, but only to theseautomated systems.

Note.— Further processing and distribution of the data toits associated ATS units is the internal task of the receivingsystem.

11.3.6 Filed flight plan data andassociated update messages

Filed flight plan data and associated update messages shall beaddressed simultaneously to the first en-route control centre, toall other ATS units along the route of flight which are unableto obtain or process current flight plan data, and to air trafficflow management units concerned.

11.3.7 Coordination and transfer data

11.3.7.1 Progression of a flight between successivecontrol sectors and/or control centres shall be effected by a co-ordination and transfer process comprising the followingstages:

a) the announcement of the flight and the proposedconditions of transfer of control; and

b) coordination of the conditions of transfer andacceptance followed by the assumption of control bythe receiving unit.

11.3.7.2 The announcement of the flight shall be by acurrent flight plan message containing all relevant ATS data orby an estimate message containing the proposed conditions oftransfer. An estimate message shall be used only when updatedbasic flight plan data is already available at the receiving ATSunit.

11.3.7.3 A receiving ATS unit to whom the proposedconditions of transfer are not acceptable shall decline to acceptthe aircraft as proposed and shall initiate further coordinationby proposing alternative acceptable conditions.

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11.3.7.4 The coordination process shall be considered tobe completed as soon as the proposed conditions contained inthe current flight plan message, or in the estimate message orin one or more counter-proposals, are accepted by an oper-ational or logical procedure.

11.3.7.5 Unless an operational acknowledgement isreceived, a logical acknowledgement message shall be auto-matically transmitted by the receiving computer in order toensure the integrity of the coordination process employingcomputer-to-computer links. This message shall be transmittedwhen the transfer data has been received and processed to thepoint that, in the event of a temporary failure by the receivingcomputer, the information will be brought to the attention ofthe appropriate air traffic controller.

11.3.7.6 The transfer of control shall be either explicitor, by agreement between the two units concerned, implicit,i.e. no communication need be exchanged between thetransferring and accepting units.

11.3.7.7 When the transfer of control involves exchangeof data, the proposal for transfer shall include radarinformation if appropriate. Since the proposal relates topreviously accepted coordination data, further coordinationshall normally not be required. However, acceptance shall berequired.

11.3.7.8 If after receipt of radar information theaccepting centre is unable to identify the aircraft immediately,additional communication shall ensue to obtain new radarinformation, if appropriate.

11.3.7.9 When control has been assumed of thetransferred aircraft the accepting unit shall complete thetransfer of control process by communicating assumption ofcontrol to the transferring unit, unless special arrangementshave been made between the units concerned.

11.3.8 Supplementary data

11.3.8.1 When basic flight plan data or supplementaryflight plan data are required, request messages shall beaddressed to the ATS unit which is most likely to have accessto the required data.

Note.— See 11.4.2.4.2 and 11.4.2.4.3 for ATS units towhich request messages shall be addressed.

11.3.8.2 If the requested information is available, a filedor a supplementary flight plan message shall be transmitted.

11.4 MESSAGE TYPES ANDTHEIR APPLICATION

11.4.1 Emergency messages

11.4.1.1 The various circumstances surrounding eachknown or suspected emergency situation preclude the specifi-cation of standard message types to provide for emergencycommunications, except as described in 11.4.1.2 and 11.4.1.3.

11.4.1.2 ALERTING (ALR) MESSAGES

11.4.1.2.1 When an air traffic services unit considers thatan aircraft is in a state of emergency as defined in Annex 11,Chapter 5, an alerting message shall be transmitted to any airtraffic services unit that may be concerned with the flight andto the associated rescue coordination centres, containing suchof the information specified in Appendix 3, Section 1, as isavailable or can be obtained.

11.4.1.2.2 When so agreed between the air trafficservices units concerned, a communication relating to anemergency phase and originated by a unit employingautomatic data-processing equipment may take the form of amodification message (as in 11.4.2.2.4), supplemented by averbal message giving the additional details prescribed forinclusion in an alerting message.

11.4.1.3 RADIOCOMMUNICATION FAILURE (RCF)MESSAGES

Note.— Provisions governing the action to be taken in theevent of radiocommunication failure are set forth in Annex 2,3.6.5.2, and in Chapter 15, Section 15.3 of this document.

11.4.1.3.1 When an air traffic services unit is aware thatan aircraft in its area is experiencing radiocommunicationfailure, an RCF message shall be transmitted to all subsequentATS units along the route of flight which have alreadyreceived basic flight plan data (FPL or RPL) and to theaerodrome control tower at the destination aerodrome, if basicflight plan data has been previously sent.

11.4.1.3.2 If the next ATS unit has not yet received basicflight plan data because it would receive a current flight planmessage in the coordination process, then an RCF messageand a current flight plan (CPL) message shall be transmitted tothis ATS unit. In turn, this ATS unit shall transmit an RCFmessage and a CPL message to the next ATS unit. The above

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process shall be repeated progressively from centre to centreup to the first ATS unit along the remaining route of flight towhich basic flight plan data has already been sent.

11.4.2 Movement and control messages

11.4.2.1 Messages concerning the intended or actualmovement of aircraft shall be based on the latest informationfurnished to air traffic services units by the pilot, the operatoror its designated representative, or derived from ground-based radar.

11.4.2.2 FILED FLIGHT PLAN MESSAGES AND

ASSOCIATED UPDATE MESSAGES

11.4.2.2.1 Filed flight plan messages and associatedupdate messages comprise:

— filed flight plan messages (11.4.2.2.2)— delay messages (11.4.2.2.3)— modification messages (11.4.2.2.4)— flight plan cancellation messages (11.4.2.2.5)— departure messages (11.4.2.2.6)— arrival messages (11.4.2.2.7).

11.4.2.2.2 FILED FLIGHT PLAN (FPL) MESSAGES

Note.— Instructions for the transmission of an FPLmessage are contained in Appendix 2.

11.4.2.2.2.1 Unless repetitive flight plan procedures arebeing applied or current flight plan messages are beingemployed, filed flight plan messages shall be transmitted forall flights for which a flight plan has been submitted with theobject of being provided with air traffic control service, flightinformation service or alerting service along part or the wholeof the route of flight.

11.4.2.2.2.2 A filed flight plan message shall beoriginated and addressed as follows by the air traffic servicesunit serving the departure aerodrome or, when applicable, bythe air traffic services unit receiving a flight plan from anaircraft in flight:

a) an FPL message shall be sent to the ACC or flightinformation centre serving the control area or FIRwithin which the departure aerodrome is situated;

b) unless basic flight plan data are already available asa result of arrangements made for repetitive flightplans, an FPL message shall be sent to all centres incharge of each FIR or upper FIR along the route

which are unable to process current data. In addition,an FPL message shall be sent to the aerodromecontrol tower at the destination aerodrome. If sorequired, an FPL message shall also be sent to flowmanagement centres responsible for ATS units alongthe route;

c) when a potential reclearance in flight (RIF) request isindicated in the flight plan, the FPL message shall besent to the additional centres concerned and to theaerodrome control tower of the revised destinationaerodrome;

d) where it has been agreed to use CPL messages butwhere information is required for early planning oftraffic flow, an FPL message shall be transmitted tothe ACCs concerned;

e) for a flight along routes where flight informationservice and alerting service only are provided, an FPLmessage shall be addressed to the centre in charge ofeach FIR or upper FIR along the route and to theaerodrome control tower at the destination aerodrome.

11.4.2.2.2.3 In the case of a flight through intermediatestops, where flight plans for each stage of the flight are filedat the first departure aerodrome, the following procedure shallbe applied:

a) the air traffic services reporting office at the firstdeparture aerodrome shall:

1) transmit an FPL message for the first stage offlight in accordance with 11.4.2.2.2.2;

2) transmit a separate FPL message for eachsubsequent stage of flight, addressed to the airtraffic services reporting office at the appropriatesubsequent departure aerodrome;

b) the air traffic services reporting office at eachsubsequent departure aerodrome shall take action onreceipt of the FPL message as if the flight plan hasbeen filed locally.

11.4.2.2.2.4 When so required by agreement between theappropriate ATS authorities to assist in the identification offlights and thereby eliminate or reduce the need forinterceptions in the event of deviations from assigned track,FPL messages for flights along specified routes or portions ofroutes in close proximity to FIR boundaries shall also beaddressed to the centres in charge of each FIR or upper FIRadjacent to such routes or portions of routes.

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11.4.2.2.2.5 FPL messages shall normally be transmittedimmediately after the filing of the flight plan. However, if aflight plan is filed more than 24 hours in advance of theestimated off-block time of the flight to which it refers, thatflight plan shall be held in abeyance until at most 24 hoursbefore the flight begins so as to avoid the need for the insertionof a date group into that flight plan. In addition, if a flight planis filed early and the provisions of 11.4.2.2.2.2 b) or e) or11.4.2.2.2.3 apply, transmission of the FPL message may bewithheld until one hour before the estimated off-block time,provided that this will permit each air traffic services unitconcerned to receive the information at least 30 minutes beforethe time at which the aircraft is estimated to enter its area ofresponsibility.

11.4.2.2.3 DELAY (DLA) MESSAGES

11.4.2.2.3.1 A DLA message shall be transmitted whenthe departure of an aircraft, for which basic flight plan data(FPL or RPL) has been sent, is delayed by more than 30minutes after the estimated off-block time contained in thebasic flight plan data.

11.4.2.2.3.2 The DLA message shall be transmitted bythe air traffic services unit serving the departure aerodrome toall recipients of basic flight plan data.

Note.— See 11.4.2.3.4 concerning notification of a delayeddeparture of an aircraft for which a CPL message has beentransmitted.

11.4.2.2.4 MODIFICATION (CHG) MESSAGES

A CHG message shall be transmitted when any change is to bemade to basic flight plan data contained in previously trans-mitted FPL or RPL data. The CHG message shall be sent tothose recipients of basic flight plan data which are affected bythe change.

Note.— See 11.4.2.3.4 concerning notification of a changeto coordination data contained in a previously transmittedcurrent flight plan or estimate message.

11.4.2.2.5 FLIGHT PLAN CANCELLATION (CNL) MESSAGES

A flight plan cancellation (CNL) message shall be transmittedwhen a flight, for which basic flight plan data has beenpreviously distributed, has been cancelled. The ATS unitserving the departure aerodrome shall transmit the CNLmessage to ATS units which have received basic flight plandata.

11.4.2.2.6 DEPARTURE (DEP) MESSAGES

11.4.2.2.6.1 Unless otherwise prescribed on the basis ofregional air navigation agreements, a DEP message shall betransmitted immediately after the departure of an aircraft forwhich basic flight plan data have been previously distributed.

11.4.2.2.6.2 The DEP message shall be transmitted bythe ATS unit serving the departure aerodrome to all recipientsof basic flight plan data.

Note.— See 11.4.2.3.4 concerning notification of thedeparture of an aircraft for which a CPL message has beentransmitted.

11.4.2.2.7 ARRIVAL (ARR) MESSAGES

11.4.2.2.7.1 When an arrival report is received by theATS unit serving the arrival aerodrome, this unit shall transmitan ARR message:

a) for a landing at the destination aerodrome:

1) to the ACC or flight information centre in whosearea the arrival aerodrome is located, if requiredby that unit; and

2) to the air traffic services unit, at the departureaerodrome, which originated the flight planmessage, if that message included a request for anARR message;

b) for a landing at an alternate or other aerodrome:

1) to the ACC or flight information centre in whosearea the arrival aerodrome is located; and

2) to the aerodrome control tower at the destinationaerodrome; and

3) to the air traffic services reporting office at thedeparture aerodrome; and

4) to the ACC or flight information centre in chargeof each FIR or upper FIR through which theaircraft would have passed according to the flightplan, had it not diverted.

11.4.2.2.7.2 When a controlled flight which hasexperienced failure of two-way communication has landed, theaerodrome control tower at the arrival aerodrome shalltransmit an ARR message:

a) for a landing at the destination aerodrome:

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1) to all air traffic services units concerned with theflight during the period of the communicationfailure; and

2) to all other air traffic services units which mayhave been alerted;

b) for a landing at an aerodrome other than thedestination aerodrome:

to the ATS unit serving the destination aerodrome; thisunit shall then transmit an ARR message to other ATSunits concerned or alerted as in a) above.

11.4.2.3 COORDINATION MESSAGES

Note.— The provisions governing coordination arecontained in Chapter 10. Phraseology to be used in voicecommunication is contained in Chapter 12.

11.4.2.3.1 Coordination messages comprise:

— current flight plan messages (11.4.2.3.2)— estimate messages (11.4.2.3.3)— coordination messages (11.4.2.3.4)— acceptance messages (11.4.2.3.5)— logical acknowledgement messages (11.4.2.3.6).

11.4.2.3.2 CURRENT FLIGHT PLAN (CPL) MESSAGES

11.4.2.3.2.1 Unless basic flight plan data have alreadybeen distributed (FPL or RPL) which will be supplemented bycoordination data in the estimate message, a CPL messageshall be transmitted by each ACC to the next ACC and fromthe last ACC to the aerodrome control tower at the destinationaerodrome, for each controlled flight, and for each flightprovided with air traffic advisory service along routes orportions of routes where it has been determined by theappropriate ATS authority that adequate point-to-pointcommunications exist and that conditions are otherwisesuitable for forwarding current flight plan information.

11.4.2.3.2.2 When an aircraft traverses a very limitedportion of a control area where, by agreement between theappropriate ATS authorities concerned, coordination of airtraffic through that portion of the control area has beendelegated to and is effected directly by the two centres whosecontrol areas are separated by that portion, CPLs shall betransmitted directly between such units.

11.4.2.3.2.3 A CPL message shall be transmitted insufficient time to permit each air traffic services unitconcerned to receive the information at least 20 minutes before

the time at which the aircraft is estimated to pass the transferof control point or boundary point at which it comes under thecontrol of such unit, unless another period of time has beenprescribed by the appropriate ATS authority. This procedureshall apply whether or not the ATS unit responsible fororigination of the message has assumed control of, orestablished contact with, the aircraft by the time thetransmission is to be effected.

11.4.2.3.2.4 When a CPL message is transmitted to acentre which is not using automatic data processing equip-ment, the period of time specified in 11.4.2.3.2.3 may beinsufficient, in which case an increased lead-time shall beagreed.

11.4.2.3.2.5 A CPL message shall include onlyinformation concerning the flight from the point of entry intothe next control area or advisory airspace to the destinationaerodrome.

11.4.2.3.3 ESTIMATE (EST) MESSAGES

11.4.2.3.3.1 When basic flight plan data for a flight hasbeen provided, an EST message shall be transmitted by eachACC or flight information centre to the next ACC or flightinformation centre along the route of flight.

11.4.2.3.3.2 An EST message shall be transmitted insufficient time to permit the air traffic services unit concernedto receive the information at least 20 minutes before the timeat which the aircraft is estimated to pass the transfer of controlpoint or boundary point at which it comes under the control ofsuch unit, unless another period of time has been prescribed bythe appropriate ATS authority. This procedure shall applywhether or not the ACC or flight information centre respon-sible for origination of the message has assumed control of, orestablished contact with, the aircraft by the time thetransmission is to be effected.

11.4.2.3.3.3 When an EST message is transmitted to acentre which is not using automatic data processing equip-ment, the period of time specified in 11.4.2.3.3.2 may beinsufficient, in which case an increased lead-time shall beagreed.

11.4.2.3.4 COORDINATION (CDN) MESSAGES

11.4.2.3.4.1 A CDN message shall be transmitted duringthe coordination process by an accepting unit to the transfer-ring unit when the former wishes to propose a change to co-ordination data as contained in a previously received CPL orEST message.

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11.4.2.3.4.2 If the transferring unit wishes to propose achange to the data contained in a CDN message received fromthe accepting unit, a CDN message shall be transmitted to theaccepting unit.

11.4.2.3.4.3 The process described above is repeateduntil the coordination process is completed by the transmissionof an acceptance (ACP) message by one of the two unitsconcerned. Normally, however, when a change is proposed toa CDN message, direct-speech circuits shall be used to resolvethis issue.

11.4.2.3.4.4 After the coordination process has beencompleted, if one of the two ATS units concerned wishes topropose or notify any change in basic flight plan data orconditions of transfer, a CDN message shall be transmitted tothe other unit. This requires that the coordination process berepeated.

11.4.2.3.4.5 A repeated coordination process requires tobe completed by the transmission of an ACP message.Normally, in a repeated coordination process, direct-speechcircuits shall be used.

11.4.2.3.5 ACCEPTANCE (ACP) MESSAGE

11.4.2.3.5.1 Unless special arrangements have beenmade between the air traffic control units concerned inaccordance with Chapter 10, 10.4.2.3.1, an ACP message shallbe transmitted by an accepting unit to the transferring unit toindicate that data in a CPL or an EST message is accepted.

11.4.2.3.5.2 Either the accepting unit or the transferringunit shall transmit an ACP message to indicate that datareceived in a CDN message is accepted and that thecoordination process is completed.

11.4.2.3.6 LOGICAL ACKNOWLEDGEMENT

11.4.2.3.6 (LAM) MESSAGES

11.4.2.3.6.1 An LAM message shall be used onlybetween ATC computers.

11.4.2.3.6.2 An ATC computer shall transmit an LAMmessage in response to a CPL or EST or other appropriatemessage which is received and processed up to the pointwhere the operational content will be received by the appro-priate controller.

11.4.2.3.6.3 The transferring centre shall set anappropriate reaction time parameter when the CPL or ESTmessage is transmitted. If the LAM message is not received

within the parameter time, an operational warning shall beinitiated and reversion to telephone and manual mode shallensue.

11.4.2.4 SUPPLEMENTARY MESSAGES

11.4.2.4.1 Supplementary messages comprise:

— request flight plan messages (11.4.2.4.2)— request supplementary flight plan messages

(11.4.2.4.3)— supplementary flight plan messages (11.4.2.4.4).

11.4.2.4.2 REQUEST FLIGHT PLAN (RQP) MESSAGES

A request flight plan (RQP) message shall be transmitted whenan ATS unit wishes to obtain flight plan data. This might occurupon receipt of a message concerning an aircraft for which nocorresponding basic flight plan data had been previouslyreceived. The RQP message shall be transmitted to thetransferring ATS unit which originated an EST message, or tothe centre which originated an update message for which nocorresponding basic flight plan data are available. If nomessage has been received at all, but an aircraft establishesradiotelephony (RTF) communications and requires air trafficservices, the RQP message shall be transmitted to the previousATS unit along the route of flight.

11.4.2.4.3 REQUEST SUPPLEMENTARY FLIGHT PLAN

11.4.2.4.3 (RQS) MESSAGES

A request supplementary flight plan (RQS) message shall betransmitted when an air traffic services unit wishes to obtainsupplementary flight plan data. The message shall betransmitted to the air traffic services reporting office at thedeparture aerodrome or in the case of a flight plan submittedduring flight, to the air traffic services unit specified in theflight plan message.

11.4.2.4.4 SUPPLEMENTARY FLIGHT PLAN 11.4.2.4.4 (SPL) MESSAGES

Note.— Instructions for the transmission of an SPL arecontained in Appendix 2.

An SPL message shall be transmitted by the air traffic servicesreporting office at the departure aerodrome to air trafficservices units requesting information additional to that alreadytransmitted in a CPL or FPL message. When transmitted bythe AFTN, the message shall be assigned the same priorityindicator as that in the request message.

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11.4.2.5 CONTROL MESSAGES

11.4.2.5.1 Control messages comprise:

— clearance messages (11.4.2.5.2)— transfer of control messages (11.4.2.5.3)— flow control messages (11.4.2.5.4)— position report and air-report messages (11.4.2.5.5).

11.4.2.5.2 CLEARANCE MESSAGES

Note.— Provisions governing clearances are contained inChapter 4, Section 4.5. The following paragraphs set forth thecontents of clearance messages together with certain pro-cedures relating to the transmission thereof. Specificationsregarding the formats and data conventions to be used havenot yet been developed by ICAO.

11.4.2.5.2.1 Clearances shall contain the following in theorder listed:


b) clearance limit;

c) route of flight;

d) level(s) of flight for the entire route or part thereof andchanges of levels if required;

Note.— If the clearance for the levels covers onlypart of the route, it is important for the air trafficcontrol unit to specify a point to which the part of theclearance regarding levels applies whenever necessaryto ensure compliance with 3.6.5.2.2 a) of Annex 2.

e) any necessary instructions or information on othermatters such as SSR transponder operation, approachor departure manoeuvres, communications and thetime of expiry of the clearance.

Note.— The time of expiry of the clearanceindicates the time after which the clearance will beautomatically cancelled if the flight has not beenstarted.

11.4.2.5.2.2 Instructions included in clearances relatingto levels shall consist of:

a) cruising level(s) or, for cruise climb, a range oflevels, and, if necessary, the point to which the clear-ance is valid with regard to the level(s);

Note.— See 11.4.2.5.2.1 d) and associated Note.

b) levels at which specified significant points are to becrossed, when necessary;

c) the place or time for starting climb or descent, whennecessary;

d) the rate of climb or descent, when necessary;

e) detailed instructions concerning departure or approachlevels, when necessary.

11.4.2.5.2.3 It is the responsibility of the aeronauticalstation or aircraft operator who has received the clearance totransmit it to the aircraft at the specified or expected deliverytime, and to notify the air traffic control unit promptly if it isnot delivered within a specified period of time.

11.4.2.5.2.4 Personnel receiving clearances for trans-mission to aircraft shall transmit such clearances in the exactphraseology in which they are received. In those cases wherethe personnel transmitting the clearances to the aircraft do notform part of the air traffic services, it is essential thatappropriate arrangements be made to meet this requirement.

11.4.2.5.3 TRANSFER OF CONTROL MESSAGES

Note.— The provisions governing transfer of control arecontained in Annex 11, 3.6, and in Chapter 10 of thisdocument. Phraseology to be used in voice communications iscontained in Chapter 12, Section 12.3.5 of this document.Format and data conventions for automated interchange oftransfer of control messages have not yet been developed.

11.4.2.5.4 FLOW CONTROL MESSAGES

Note 1.— Provisions governing the control of air trafficflow are set forth in Annex 11, 3.7.4 and in Chapter 3, 3.2.5.2of this document. Attention is drawn, however, to the guidancematerial contained in the Air Traffic Services PlanningManual (Doc 9426) regarding flow control.

Note 2.— Format and data conventions for automatedinterchange of flow control messages have not yet beendeveloped.

11.4.2.5.5 POSITION REPORT AND AIR-REPORT MESSAGES

Note.— Provisions governing position reporting are setforth in Annex 2, 3.6.3 and 5.3.3, and in Chapter 4, Sections4.11 and 4.12 of this document.

11.4.2.5.5.1 The format and data conventions to be usedin position report and air-report messages are those specified

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on the model AIREP/AIREP SPECIAL form at Appendix 1,using:

— for position-report messages: Section 1;

— for air-report messages: Section 1 followed bySections 2 and/or 3 as relevant.

11.4.2.5.5.2 Where special air-report messages trans-mitted by voice communications are subsequently forwardedby automatic data processing equipment which cannot acceptthe special air-report message type designator ARS, the use ofa different message-type designator shall be permitted byregional air navigation agreement and should be reflected inthe Regional Supplementary Procedures (Doc 7030) providedthat:

a) the data transmitted accord with that specified in thespecial air-report format; and

b) measures are taken to ensure that special air-reportmessages are forwarded to the appropriate meteoro-logical unit and to other aircraft likely to be affected.

11.4.3 Flight information messages

11.4.3.1 MESSAGES CONTAINING TRAFFIC

INFORMATION

Note.— Provisions governing the issuance of trafficinformation are set forth in Annex 11, 4.2.2 b) and Notes 1and 2 and in Chapter 5, Section 5.10, and Chapter 7,Section 7.3.1 of this document.

11.4.3.1.1 MESSAGES CONTAINING TRAFFIC INFORMATION

11.4.3.1.1 TO AIRCRAFT OPERATING OUTSIDE 11.4.3.1.1 CONTROLLED AIRSPACE

11.4.3.1.1.1 Due to the factors influencing the nature ofthe flight information services, and particularly the question ofprovision of information on possible collision hazards toaircraft operating outside controlled airspace, it is not possibleto specify standard texts for these messages.

11.4.3.1.1.2 Where such messages are transmitted theyshall, however, contain sufficient data on the direction offlight and the estimated time, level and point at which theaircraft involved in the possible collision hazard will pass,overtake or approach each other. This information shall begiven in such a way that the pilot of each aircraft concernedis able to appreciate clearly the nature of the hazard.

11.4.3.1.2 MESSAGES CONTAINING ESSENTIAL TRAFFIC

11.4.3.1.2 INFORMATION TO IFR FLIGHTS WITHIN 11.4.3.1.2 CONTROLLED AIRSPACE

Whenever such messages are transmitted they shall contain thefollowing text:

a) identification of the aircraft to which the informationis transmitted;

b) the words TRAFFIC IS or ADDITIONAL TRAFFICIS;

c) direction of flight of aircraft concerned;

d) type of aircraft concerned;

e) cruising level of aircraft concerned and ETA for thesignificant point nearest to where the aircraft will crosslevels.

11.4.3.1.3 MESSAGES CONTAINING ESSENTIAL LOCAL

11.4.3.1.3 TRAFFIC INFORMATION

Whenever such messages are transmitted they shall contain thefollowing text:

a) identification of the aircraft to which the informationis transmitted;

b) the words TRAFFIC IS or ADDITIONAL TRAFFICIS, if necessary;

c) description of the essential local traffic in terms thatwill facilitate recognition of it by the pilot, e.g. type,speed category and/or colour of aircraft, type ofvehicle, number of persons, etc.;

d) position of the essential local traffic relative to theaircraft concerned, and direction of movement.

11.4.3.2 MESSAGES CONTAINING METEOROLOGICAL

INFORMATION

Note.— Provisions governing the making and reporting ofaircraft observations are contained in Annex 3. Provisionsconcerning the contents and transmission of air-reports arecontained in Chapter 4, Section 4.12 of this document, and thespecial air-report of volcanic activity form used for reports ofvolcanic activity is shown in Appendix 1 to this document. Thetransmission by ATS units, to meteorological offices, ofmeteorological information received from aircraft in flight isgoverned by provisions in Chapter 4, Section 4.12.6 of this

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document. Provisions governing the transmission by ATS unitsof meteorological information to aircraft are set forth inAnnex 11, 4.2 and in this document (see Chapter 4, 4.8.3 and4.10.4; Chapter 6, Sections 6.4 and 6.6; Chapter 7, 7.3.1; andChapter 9, 9.1.3). The written forms of SIGMET and AIRMETmessages and other plain language meteorological messagesare governed by the provisions of Annex 3.

11.4.3.2.1 Information to a pilot changing from IFRflight to VFR flight where it is likely that flight in VMCcannot be maintained shall be given in the following manner:

“INSTRUMENT METEOROLOGICAL CONDITIONSREPORTED (or forecast) IN THE VICINITY OF(location)”.

11.4.3.2.2 Meteorological information concerning themeteorological conditions at aerodromes, to be transmitted toaircraft by the ATS unit concerned, in accordance withAnnex 11, Chapter 4 and this document, Chapter 6, Sections6.4 and 6.6 and Chapter 7, Section 7.3.1, shall be extracted bythe ATS unit concerned from the following meteorologicalmessages, provided by the appropriate meteorological office,supplemented for arriving and departing aircraft, as appropri-ate, by information from displays relating to meteorologicalsensors (in particular, those related to the surface wind andrunway visual range) located in the ATS units:

a) local meteorological routine and special reports;

b) METAR/SPECI, for dissemination to other aero-dromes beyond the aerodrome of origin (mainlyintended for flight planning, VOLMET broadcasts andD-VOLMET).

11.4.3.2.3 The meteorological information referred to in11.4.3.2.2 shall be extracted, as appropriate, from meteorolog-ical reports providing information on the following elements:

a) mean surface wind direction and speed and significantvariations therefrom;

Note.— Information on surface wind directionprovided to ATS units by the associated meteoro-logical office is referenced to degrees true North.Information on surface wind direction obtained fromthe ATS surface wind indicator and passed to pilots byATS units is given in degrees magnetic.

b) visibility, including significant directional variations;

c) runway visual range (RVR);

d) present meteorological conditions;

e) amount and height of base of low cloud;

f) air temperature and dew-point temperature;

g) altimeter setting(s); and

h) supplementary information.

Note. — Provisions relating to meteorological informationto be provided in accordance with 11.4.3.2.3 are contained inAnnex 3 — Meteorological Service for International Air Nav-igation, Chapter 4 and Appendix 3.

11.4.3.3 MESSAGES CONCERNING THE OPERATION

OF AERONAUTICAL FACILITIES

Note.— General provisions concerning this subject are setforth in Annex 11, 4.2.

Messages concerning the operation of aeronautical facilitiesshall be transmitted to aircraft from whose flight plan it isapparent that the operation of the flight may be affected by theoperating status of the operating facility concerned. They shallcontain appropriate data on the service status of the facility inquestion, and, if the facility is out of operation, an indicationwhen the normal operating status will be restored.

11.4.3.4 MESSAGES CONTAINING INFORMATION ON

AERODROME CONDITIONS

Note.— Provisions regarding the issuance of informationon aerodrome conditions are contained in Chapter 7, 7.4.

11.4.3.4.1 Whenever information is provided onaerodrome conditions, this shall be done in a clear and concisemanner so as to facilitate appreciation by the pilot of thesituation described. It shall be issued whenever deemednecessary by the controller on duty in the interest of safety, orwhen requested by an aircraft. If the information is providedon the initiative of the controller, it shall be transmitted to eachaircraft concerned in sufficient time to enable the pilot to makeproper use of the information.

11.4.3.4.2 Information that water is present on a runwayshall be transmitted to each aircraft concerned, on the initiativeof the controller, using the following terms:

DAMP — the surface shows a change of colour due tomoisture.

WET — the surface is soaked but there is no standingwater.

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WATER PATCHES — patches of standing water arevisible.

FLOODED — extensive standing water is visible.

11.4.3.5 MESSAGES CONCERNING AIR TRAFFIC

11.4.3.INCIDENT REPORTS

When an aircraft involved in an incident has a destinationoutside the area of responsibility of the ATS unit where the

incident occurred, the ATS unit at the destination aerodromeshould be notified and requested to obtain the pilot’s report.The following information should be included in the message:

a) type of incident (AIRPROX, procedure or facility);

b) identification of the aircraft concerned;

c) time and position at time of incident;

d) brief details of incident.

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PANS-ATM 12-1 1/11/0125/11/04No. 3

CHAPTER 12. PHRASEOLOGIES

12.1 COMMUNICATIONS PROCEDURES

The communications procedures shall be in accordance withVolume II of Annex 10 — Aeronautical Telecommunications,and pilots, ATS personnel and other ground personnel shall bethoroughly familiar with the radiotelephony procedurescontained therein.

12.2 GENERAL

Note.— Requirements for read-back of clearances andsafety-related information are provided in Chapter 4, 4.5.7.5.

12.2.1 Most phraseologies contained in Section 12.3 ofthis Chapter show the text of a complete message without callsigns. They are not intended to be exhaustive, and whencircumstances differ, pilots, ATS personnel and other groundpersonnel will be expected to use plain language, which shouldbe as clear and concise as possible, to the level specified in theICAO language proficiency requirements contained inAnnex 1 — Personnel Licensing, in order to avoid possibleconfusion by those persons using a language other than one oftheir national languages.

12.2.2 The phraseologies are grouped according to types ofair traffic service for convenience of reference. However, usersshall be familiar with, and use as necessary, phraseologies fromgroups other than those referring specifically to the type of airtraffic service being provided. All phraseologies shall be used inconjunction with call signs (aircraft, ground vehicle, ATC orother) as appropriate. In order that the phraseologies listedshould be readily discernible in Section 12.3, call signs havebeen omitted. Provisions for the compilation of RTF messages,call signs and procedures are contained in Annex 10, Volume II,Chapter 5.

12.2.3 Section 12.3 includes phrases for use by pilots,ATS personnel and other ground personnel.

12.2.4 During operations in or vertical transit throughreduced vertical separation minimum (RVSM) airspace withaircraft not approved for RVSM operations, pilots shall reportnon-approved status in accordance with 12.3.1.12 c) asfollows:

a) at initial call on any channel within RVSM airspace;

b) in all requests for level changes; and

c) in all read-backs of level clearances.

12.2.5 Air traffic controllers shall explicitly acknowledgereceipt of messages from aircraft reporting RVSM non-approved status.

12.2.6 Phraseologies for the movement of vehicles, otherthan tow-tractors, on the manoeuvring area shall be the sameas those used for the movement of aircraft, with the exceptionof taxi instructions, in which case the word “PROCEED” shallbe substituted for the word “TAXI” when communicating withvehicles.

12.2.7 Conditional phrases, such as “behind landingaircraft” or “after departing aircraft”, shall not be used formovements affecting the active runway(s), except when theaircraft or vehicles concerned are seen by the appropriatecontroller and pilot. The aircraft or vehicle causing the condi-tion in the clearance issued shall be the first aircraft/vehicle topass in front of the other aircraft concerned. In all cases aconditional clearance shall be given in the following order andconsist of:

a) identification;

b) the condition;

c) the clearance; and

d) brief reiteration of the condition,

for example:

“SAS 941, BEHIND DC9 ON SHORT FINAL, LINE UPBEHIND”.

Note.— This implies the need for the aircraft receiving theconditional clearance to identify the aircraft or vehicle causingthe conditional clearance.

12.2.8 The phraseology in Section 12.3 does not includephrases and regular radiotelephony procedure words containedin Annex 10, Volume II.

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12.2.9 Words in parentheses indicate that specificinformation, such as a level, a place or a time, etc., must beinserted to complete the phrase, or alternatively that optionalphrases may be used. Words in square parentheses indicateoptional additional words or information that may be necessaryin specific instances.

12.2.10 Examples of the application of the phraseologiesmay be found in the Manual of Radiotelephony (Doc 9432).

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Chapter 12. Phraseologies 12-3

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12.3 ATC PHRASEOLOGIES

12.3.1 General

Circumstances Phraseologies

12.3.1.1 DESCRIPTION OF LEVELS (SUBSEQUENTLY REFERRED TO AS “(LEVEL)”) a) FLIGHT LEVEL (number); or

b) (number) METRES; or

c) (number) FEET.

12.3.1.2 LEVEL CHANGES, REPORTS AND RATES

a) CLIMB (or DESCEND);

followed as necessary by:

1) TO (level);

... instruction that a climb (or descent) toa level within the vertical range defined

is to commence

2) TO AND MAINTAIN BLOCK (level) TO (level);

3) TO REACH (level) AT (or BY) (time or significant point);

4) REPORT LEAVING (or REACHING, or PASSING) (level);

5) AT (number) METRES PER SECOND (or FEET PER MINUTE) [OR GREATER (or OR LESS)];

... for SST aircraft only 6) REPORT STARTING ACCELERATION (or DECELERATION).

b) MAINTAIN AT LEAST (number) METRES (or FEET) ABOVE (or BELOW) (aircraft call sign);

c) REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE) CHANGE FROM (name of unit) [AT (time or significant point)];

d) STOP CLIMB (or DESCENT) AT (level);

e) CONTINUE CLIMB (or DESCENT) TO (level);

f) EXPEDITE CLIMB (or DESCENT) [UNTIL PASSING (level)];

g) WHEN READY CLIMB (or DESCEND) TO (level);

h) EXPECT CLIMB (or DESCENT) AT (time or significant point);

*i) REQUEST DESCENT AT (time);

... to require action at aspecific time or place

j) IMMEDIATELY;


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k) AFTER PASSING (significant point);

l) AT (time or significant point);

... to require actionwhen convenient

m) WHEN READY (instruction);

... to require an aircraft toclimb or descend maintaining

own separation and VMC

n) MAINTAIN OWN SEPARATION AND VMC [FROM (level)] [TO (level)];

o) MAINTAIN OWN SEPARATION AND VMC ABOVE (or BELOW, or TO) (level);

... when there is doubt that anaircraft can comply with a

clearance or instruction

p) IF UNABLE (alternative instructions) AND ADVISE;

... when a pilot is unableto comply with a clearance

or instruction

*q) UNABLE;

... after modifying vertical speed to comply with an ACAS resolution

advisory (Pilot and controller interchange)

*r) TCAS CLIMB (or DESCENT);

s) (acknowledgement);

... after ACAS “Clear of Conflict” isannunciated (Pilot and controller

interchange)

*t) RETURNING TO (assigned clearance);

u) (acknowledgement) (or alternative instructions);

... after the response to an ACAS resolution advisory is completed

(Pilot and controller interchange)

*v) TCAS CLIMB (or DESCENT), RETURNING TO (assigned clearance);

w) (acknowledgement) (or alternative instructions);

... after returning to clearance afterresponding to an ACAS resolution

advisory (Pilot and controller interchange)

*x) TCAS CLIMB (or DESCENT) COMPLETED, (assigned clearance) RESUMED;

y) (acknowledgement) (or alternative instructions);

... when unable to comply with aclearance because of an ACAS

resolution advisory (Pilot andcontroller interchange)

*z) UNABLE, TCAS RESOLUTION ADVISORY;

aa) (acknowledgement).

* Denotes pilot transmission.


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12.3.1.3 TRANSFER OF CONTROL AND/OR

FREQUENCY CHANGE

a) CONTACT (unit call sign) (frequency) [NOW];

b) AT (or OVER) (time or place) [or WHEN] [PASSING/LEAVING/REACHING] (level)] CONTACT (unit call sign) (frequency);

c) IF NO CONTACT (instructions);

Note.— An aircraft may be requested to “STAND BY” on a frequency when it is intended that the ATS unit will initiate communications soon and to “MONITOR” a frequency when information is being broadcast thereon.

d) STAND BY FOR (unit call sign) (frequency);

*e) REQUEST CHANGE TO (frequency);

f) FREQUENCY CHANGE APPROVED;

g) MONITOR (unit call sign) (frequency);

*h) MONITORING (frequency);

i) WHEN READY CONTACT (unit call sign) (frequency);

j) REMAIN THIS FREQUENCY.


12.3.1.4 8.33 KHZ CHANNEL SPACING

Note.— In this paragraph, the term “point” is used only in the context of naming the 8.33 kHz channel spacing concept and does not constitute any change to existing ICAO provisions or phraseology regarding the use of the term “decimal”.

... to request confirmation of 8.33 kHzcapability

a) CONFIRM EIGHT POINT THREE THREE;

... to indicate 8.33 kHz capability *b) AFFIRM EIGHT POINT THREE THREE;

... to indicate lack of 8.33 kHz capability *c) NEGATIVE EIGHT POINT THREE THREE;

... to request UHF capability d) CONFIRM UHF;

... to indicate UHF capability *e) AFFIRM UHF;

... to indicate lack of UHF capability *f) NEGATIVE UHF;

... to request status in respectof 8.33 kHz exemption

g) CONFIRM EIGHT POINT THREE THREE EXEMPTED;

... to indicate 8.33 kHz exempted status *h) AFFIRM EIGHT POINT THREE THREE EXEMPTED;


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... to indicate 8.33 kHznon-exempted status

*i) NEGATIVE EIGHT POINT THREE THREE EXEMPTED;

... to indicate that a certain clearance isgiven because otherwise a non-equipped

and/or non-exempted aircraft wouldenter airspace of mandatory carriage

j) DUE EIGHT POINT THREE THREE REQUIREMENT.

* Denotes pilot transmission

12.3.1.5 CHANGE OF CALL SIGN

... to instruct an aircraft tochange its type of call sign

a) CHANGE YOUR CALL SIGN TO (new call sign) [UNTIL FURTHER ADVISED];

... to advise an aircraft torevert to the call sign

indicated in the flight plan

b) REVERT TO FLIGHT PLAN CALL SIGN (call sign) [AT (significant point)].

12.3.1.6 TRAFFIC INFORMATION a) TRAFFIC (information);

... to pass traffic information b) NO REPORTED TRAFFIC;

... to acknowledge traffic information *c) LOOKING OUT;

*d) TRAFFIC IN SIGHT;

*e) NEGATIVE CONTACT [reasons];

f) [ADDITIONAL] TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time);

g) TRAFFIC IS (classification) UNMANNED FREE BALLOON(S) WAS [or ESTIMATED] OVER (place) AT (time) REPORTED (level(s)) [or LEVEL UNKNOWN] MOVING (direction) (other pertinent information, if any).


12.3.1.7 METEOROLOGICAL CONDITIONS a) [SURFACE] WIND (number) DEGREES (speed) (units);

b) WIND AT (level) (number) DEGREES (number) KILOMETRES PER HOUR (or KNOTS);

Note.— Wind is always expressed by giving the mean direction and speed and any significant variations thereof.

c) VISIBILITY (distance) (units) [direction];

d) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (distance) (units);



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e) RUNWAY VISUAL RANGE (or RVR) RUNWAY (number) NOT AVAILABLE (or NOT REPORTED);

... for multiple RVRobservations

f) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first position) (distance) (units), (second position) (distance) (units), (third position) (distance) (units)

Note 1.— Multiple RVR observations are always representative of the touchdown zone, midpoint zone and the roll-out/stop end zone, respectively.

Note 2.— Where reports for three locations are given, the indication of these locations may be omitted, provided that the reports are passed in the order of touchdown zone, followed by the midpoint zone and ending with the roll-out/stop end zone report.

... in the event that RVRinformation on any one

position is not available thisinformation will be includedin the appropriate sequence

g) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first position) (distance) (units), (second position) NOT AVAILABLE, (third position) (distance) (units);

h) PRESENT WEATHER (details);

i) CLOUD (amount, [(type)] and height of base) (units) (or SKY CLEAR);

Note.— Details of the means to describe the amount and type of cloud are in Chapter 11, 11.4.3.2.3.5.

j) CAVOK;

Note.— CAVOK pronounced CAV-O-KAY.

k) TEMPERATURE [MINUS] (number) (and/or DEW-POINT [MINUS] (number));

l) QNH (number) [units];

m) QFE (number) [(units)];

n) (aircraft type) REPORTED (description) ICING (or TURBULENCE) [IN CLOUD] (area) (time);

o) REPORT FLIGHT CONDITIONS.

12.3.1.8 POSITION REPORTING a) NEXT REPORT AT (significant point);

... to omit position reportsuntil a specified position

b) OMIT POSITION REPORTS [UNTIL (specify)];



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c) RESUME POSITION REPORTING.

12.3.1.9 ADDITIONAL REPORTS a) REPORT PASSING (significant point);

... to request a report at aspecified place or distance

b) REPORT (distance) FROM (name of DME station) DME (or significant point);

c) REPORT PASSING (three digits) RADIAL (name of VOR) VOR;

... to request a report ofpresent position

d) REPORT DISTANCE FROM (significant point);

e) REPORT DISTANCE FROM (name of DME station) DME.

12.3.1.10 AERODROME INFORMATION a) [(location)] RUNWAY SURFACE CONDITION RUNWAY (number) (condition);

b) [(location)] RUNWAY SURFACE CONDITION RUNWAY (number) NOT CURRENT;

c) LANDING SURFACE (condition);

d) CAUTION CONSTRUCTION WORK (location);

e) CAUTION (specify reasons) RIGHT (or LEFT), (or BOTH SIDES) OF RUNWAY [number];

f) CAUTION WORK IN PROGRESS (or OBSTRUCTION) (position and any necessary advice);

g) RUNWAY REPORT AT (observation time) RUNWAY (number) (type of precipitant) UP TO (depth of deposit) MILLIMETRES. BRAKING ACTION GOOD (or MEDIUM TO GOOD, or MEDIUM, or MEDIUM TO POOR, or POOR or UNRELIABLE) [and/or BRAKING COEFFICIENT (equipment and number)];

h) BRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD (or MEDIUM, or POOR);

i) BRAKING ACTION [(location)] (measuring equipment used), RUNWAY (number), TEMPERATURE [MINUS] (number), WAS (reading) AT (time);

j) RUNWAY (or TAXIWAY) (number) WET [or DAMP, WATER PATCHES, FLOODED (depth), or SNOW REMOVED (length and width as applicable), or TREATED, or COVERED WITH PATCHES OF DRY SNOW (or WET SNOW, or COMPACTED SNOW, or SLUSH, or FROZEN SLUSH, or ICE, or ICE UNDERNEATH, or ICE AND SNOW, or SNOWDRIFTS, or FROZEN RUTS AND RIDGES)];



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k) TOWER OBSERVES (weather information);

l) PILOT REPORTS (weather information).

12.3.1.11 OPERATIONAL STATUS OF VISUAL

AND NON-VISUAL AIDS

a) (specify visual or non-visual aid) RUNWAY (number) (description of deficiency);

b) (type) LIGHTING (unserviceability);

c) GBAS/SBAS/MLS/ILS CATEGORY (category) (serviceability state);

d) TAXIWAY LIGHTING (description of deficiency);

e) (type of visual approach slope indicator) RUNWAY (number) (description of deficiency).

12.3.1.12 REDUCED VERTICAL SEPARATION MINIMUM (RVSM) OPERATIONS

... to ascertain RVSM approvalstatus of an aircraft

a) CONFIRM RVSM APPROVED;

... to report RVSM approved status *b) AFFIRM RVSM;

... to report RVSM non-approved statusfollowed by supplementary information

*c) NEGATIVE RVSM [(supplementary information, e.g. State Aircraft)];

Note.— See 12.2.4 and 12.2.5 for procedures relating to operations in RVSM airspace by aircraft with non-approved status.

... to deny ATC clearance into RVSMairspace

d) UNABLE ISSUE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB TO] (level);

... to report when severe turbulenceaffects the capability of an aircraft tomaintain height-keeping requirements

for RVSM

*e) UNABLE RVSM DUE TURBULENCE;

... to report that the equipment of anaircraft has degraded below minimum

aviation system performance standards

*f) UNABLE RVSM DUE EQUIPMENT;

...to request an aircraft to provideinformation as soon as RVSM-approved

status has been regained or the pilot isready to resume RVSM operations

g) REPORT WHEN ABLE TO RESUME RVSM;



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12.3.2 Area control services

... to request confirmation that an aircrafthas regained RVSM-approved status or

a pilot is ready to resume RVSMoperations

h) CONFIRM ABLE TO RESUME RVSM;

... to report ability to resume RVSMoperations after an equipment or

weather-related contingency

*i) READY TO RESUME RVSM.

* Denotes pilot transmission

12.3.1.13 GNSS SERVICE STATUS a) GNSS REPORTED UNRELIABLE (or GNSS MAY NOT BE AVAILABLE [DUE TO INTERFERENCE]);

1) IN THE VICINITY OF (location) (radius) [BETWEEN (levels)]; or2) IN THE AREA OF (description) (or IN (name) FIR) [BETWEEN

(levels)];

b) BASIC GNSS (or SBAS, or GBAS) UNAVAILABLE FOR (specify operation) [FROM (time) TO (time) (or UNTIL FURTHER NOTICE)];

*c) BASIC GNSS UNAVAILABLE [DUE TO (reason e.g. LOSS OF RAIM or RAIM ALERT)];

*d) GBAS (or SBAS) UNAVAILABLE.


12.3.1.14 DEGRADATION OF AIRCRAFT NAVIGATION PERFORMANCE

UNABLE RNP (specify type) (or RNAV) [DUE TO (reason e.g. LOSS OF RAIM or RAIM ALERT)].


12.3.2.1 ISSUANCE OF A CLEARANCE

a) (name of unit) CLEARS (aircraft call sign);

b) (aircraft call sign) CLEARED TO;

c) RECLEARED (amended clearance details) [REST OF CLEARANCE UNCHANGED];

d) RECLEARED (amended route portion) TO (significant point of original route) [REST OF CLEARANCE UNCHANGED];



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e) ENTER CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) [AT (time)];

f) LEAVE CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) (or CLIMBING, or DESCENDING);

g) JOIN (specify) AT (significant point) AT (level) [AT (time)].

12.3.2.2 INDICATION OF ROUTE AND CLEARANCE LIMIT

a) FROM (location) TO (location);

b) TO (location),

followed as necessary by:

1) DIRECT;

2) VIA (route and/or significant points);

3) VIA FLIGHT PLANNED ROUTE;

Note.— Conditions associated with the use of this phrase are in Chapter 4, 4.5.7.2.

4) VIA (distance) DME ARC (direction) OF (name of DME station);

c) (route) NOT AVAILABLE DUE (reason) ALTERNATIVE[S] IS/ARE (routes) ADVISE.

12.3.2.3 MAINTENANCE OF SPECIFIED LEVELS a) MAINTAIN (level) [TO (significant point)];

b) MAINTAIN (level) UNTIL PASSING (significant point);

c) MAINTAIN (level) UNTIL (minutes) AFTER PASSING (significant point);

d) MAINTAIN (level) UNTIL (time);

e) MAINTAIN (level) UNTIL ADVISED BY (name of unit);

f) MAINTAIN (level) UNTIL FURTHER ADVISED;

g) MAINTAIN (level) WHILE IN CONTROLLED AIRSPACE;

h) MAINTAIN BLOCK (level) TO (level).

Note.— The term “MAINTAIN” is not to be used in lieu of “DESCEND” or “CLIMB” when instructing an aircraft to change level.



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12.3.2.4 SPECIFICATION OF CRUISING LEVELS a) CROSS (significant point) AT (or ABOVE, or BELOW) (level);

b) CROSS (significant point) AT (time) OR LATER (or BEFORE) AT (level);

c) CRUISE CLIMB BETWEEN (levels) (or ABOVE (level));

d) CROSS (distance) DME [(direction)] OF (name of DME station) (or (distance) [(direction)] OF (significant point)) AT (or ABOVE or BELOW) (level).

12.3.2.5 EMERGENCY DESCENT *a) EMERGENCY DESCENT (intentions);

b) ATTENTION ALL AIRCRAFT IN THE VICINITY OF [or AT] (significant point or location) EMERGENCY DESCENT IN PROGRESS FROM (level) (followed as necessary by specific instructions, clearances, traffic information, etc.).


12.3.2.6 IF CLEARANCE CANNOT BE ISSUED IMMEDIATELY UPON REQUEST

EXPECT CLEARANCE (or type of clearance) AT (time).

12.3.2.7 WHEN CLEARANCE FOR DEVIATION CANNOT BE ISSUED

UNABLE, TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time) CALL SIGN (call sign) ADVISE INTENTIONS.

12.3.2.8 SEPARATION INSTRUCTIONS a) CROSS (significant point) AT (time) [OR LATER (or OR BEFORE)];

b) ADVISE IF ABLE TO CROSS (significant point) AT (time or level);

c) MAINTAIN MACH (number) [OR GREATER (or OR LESS)] [UNTIL (significant point)];

d) DO NOT EXCEED MACH (number).

12.3.2.9 INSTRUCTIONS ASSOCIATED WITH FLYING

A TRACK (OFFSET), PARALLEL TO THE

CLEARED ROUTE

a) ADVISE IF ABLE TO PROCEED PARALLEL OFFSET;

b) PROCEED OFFSET (distance) RIGHT/LEFT OF (route) (track) [CENTRE LINE] [AT (significant point or time)] [UNTIL (significant point or time)];

c) CANCEL OFFSET (instructions to rejoin cleared flight route or other information).


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12.3.3 Approach control services


12.3.3.1 DEPARTURE INSTRUCTIONS a) [AFTER DEPARTURE] TURN RIGHT (or LEFT) HEADING (three digits) (or CONTINUE RUNWAY HEADING) (or TRACK EXTENDED CENTRE LINE) TO (level or significant point) [(other instructions as required)];

b) AFTER REACHING (or PASSING) (level or significant point) (instructions);

c) TURN RIGHT (or LEFT) HEADING (three digits) TO (level) [TO INTERCEPT (track, route, airway, etc.)];

d) (standard departure name and number) DEPARTURE;

e) TRACK (three digits) DEGREES [MAGNETIC (or TRUE)] TO (or FROM) (significant point) UNTIL (time, or REACHING (fix or significant point or level)) [BEFORE PROCEEDING ON COURSE];

f) CLEARED VIA (designation).

Note.— Conditions associated with the use of this phrase are in Chapter 4, 4.5.7.2.

12.3.3.2 APPROACH INSTRUCTIONS a) CLEARED (or PROCEED) VIA (designation);

b) CLEARED TO (clearance limit) VIA (designation);

c) CLEARED (or PROCEED) VIA (details of route to be followed);

d) CLEARED (type of approach) APPROACH [RUNWAY (number)];

e) CLEARED (type of approach) RUNWAY (number) FOLLOWED BY CIRCLING TO RUNWAY (number);

f) CLEARED APPROACH [RUNWAY (number)];

g) COMMENCE APPROACH AT (time);

*h) REQUEST STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)];

i) CLEARED STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)];

j) REPORT VISUAL;

k) REPORT RUNWAY [LIGHTS] IN SIGHT;


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*l) REQUEST VISUAL APPROACH;

m) CLEARED VISUAL APPROACH RUNWAY (number);

n) REPORT (significant point); [OUTBOUND, or INBOUND];

o) REPORT COMMENCING PROCEDURE TURN;

*p) REQUEST VMC DESCENT;

q) MAINTAIN OWN SEPARATION;

r) MAINTAIN VMC;

s) ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE;

*t) REQUEST (type of approach) APPROACH [RUNWAY (number)];

*u) REQUEST (MLS/RNAV plain language designator);

v) CLEARED (MLS/RNAV plain language designator).


12.3.3.3 HOLDING CLEARANCES

... visual a) HOLD VISUAL [OVER] (position), (or BETWEEN (two prominent landmarks));

... published holding procedureover a facility or fix

b) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] AS PUBLISHED EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time);

*c) REQUEST HOLDING INSTRUCTIONS;

... when a detailed holding clearance isrequired

d) CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [(specified) RADIAL, COURSE, INBOUND TRACK (three digits) DEGREES] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary);



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12.3.4 Phraseologies for use on and in the vicinity of the aerodrome

e) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary);

f) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD BETWEEN (distance) AND (distance) DME [RIGHT (or LEFT) HAND PATTERN] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary).


12.3.3.4 EXPECTED APPROACH TIME a) NO DELAY EXPECTED;

b) EXPECTED APPROACH TIME (time);

c) REVISED EXPECTED APPROACH TIME (time);

d) DELAY NOT DETERMINED (reasons).


12.3.4.1 IDENTIFICATION OF AIRCRAFT SHOW LANDING LIGHTS.

12.3.4.2 ACKNOWLEDGEMENT BY VISUAL MEANS a) ACKNOWLEDGE BY MOVING AILERONS (or RUDDER);

b) ACKNOWLEDGE BY ROCKING WINGS;

c) ACKNOWLEDGE BY FLASHING LANDING LIGHTS.

12.3.4.3 STARTING PROCEDURES

... to request permissionto start engines

*a) [aircraft location] REQUEST START UP;

*b) [aircraft location] REQUEST START UP, INFORMATION (ATIS identification);

... ATC replies c) START UP APPROVED;

d) START UP AT (time);

e) EXPECT START UP AT (time);



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f) START UP AT OWN DISCRETION;

g) EXPECT DEPARTURE (time) START UP AT OWN DISCRETION.


12.3.4.4 PUSH-BACK PROCEDURES

Note.— When local procedures so prescribe, authorization for pushback should be obtained from the control tower.

... aircraft/ATC *a) [aircraft location] REQUEST PUSHBACK;

b) PUSHBACK APPROVED;

c) STAND BY;

d) PUSHBACK AT OWN DISCRETION;

e) EXPECT (number) MINUTES DELAY DUE (reason).


12.3.4.5 TOWING PROCEDURES †a) REQUEST TOW [company name] (aircraft type) FROM (location) TO (location);

... ATC response b) TOW APPROVED VIA (specific routing to be followed);

c) HOLD POSITION;

d) STAND BY.

† Denotes transmission from aircraft/tow vehicle combination.

12.3.4.6 TO REQUEST TIME CHECK AND/OR AERODROME DATA FOR DEPARTURE

*a) REQUEST TIME CHECK;

b) TIME (time);

... when no ATISbroadcast is available

*c) REQUEST DEPARTURE INFORMATION;



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d) RUNWAY (number), WIND (direction and speed) (units) QNH (or QFE) (number) [(units)] TEMPERATURE [MINUS] (number), [VISIBILITY (distance) (units) (or RUNWAY VISUAL RANGE (or RVR) (distance) (units))] [TIME (time)].

Note.— If multiple visibility and RVR observations are available, those that represent the roll-out/stop end zone should be used for take-off.


12.3.4.7 TAXI PROCEDURES

... for departure *a) [aircraft type] [wake turbulence category if “heavy”] [aircraft location] REQUEST TAXI [intentions];

*b) [aircraft type] [wake turbulence category if “heavy”] [aircraft location] (flight rules) TO (aerodrome of destination) REQUEST TAXI [intentions];

c) TAXI TO HOLDING POINT [number] [RUNWAY (number)] [HOLD SHORT OF RUNWAY (number) (or CROSS RUNWAY (number))] [TIME (time)];

... where detailed taxiinstructions are required

*d) [aircraft type] [wake turbulence category if “heavy”] REQUEST DETAILED TAXI INSTRUCTIONS;

e) TAXI TO HOLDING POINT [number] [RUNWAY (number)] VIA (specific route to be followed) [TIME (time)] [HOLD SHORT OF RUNWAY (number) (or CROSS RUNWAY (number))];

... where aerodrome informationis not available from an

alternative source such as ATIS

f) TAXI TO HOLDING POINT [number] (followed by aerodrome information as applicable) [TIME (time)];

g) TAKE (or TURN) FIRST (or SECOND) LEFT (or RIGHT);

h) TAXI VIA (identification of taxiway);

i) TAXI VIA RUNWAY (number);

j) TAXI TO TERMINAL (or other location, e.g. GENERAL AVIATION AREA) [STAND (number)];

... for helicopter operations *k) REQUEST AIR-TAXIING FROM (or VIA) TO (location or routing as appropriate);

l) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.)];


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m) AIR TAXI VIA (direct, as requested, or specified route) TO (location, heliport, operating or movement area, active or inactive runway). AVOID (aircraft or vehicles or personnel);

... after landing *n) REQUEST BACKTRACK;

o) BACKTRACK APPROVED;

p) BACKTRACK RUNWAY (number);

... general *q) [(aircraft location)] REQUEST TAXI TO (destination on aerodrome);

r) TAXI STRAIGHT AHEAD;

s) TAXI WITH CAUTION;

t) GIVE WAY TO (description and position of other aircraft);

*u) GIVING WAY TO (traffic);

*v) TRAFFIC (or type of aircraft) IN SIGHT;

w) TAXI INTO HOLDING BAY;

x) FOLLOW (description of other aircraft or vehicle);

y) VACATE RUNWAY;

*z) RUNWAY VACATED;

aa) EXPEDITE TAXI [(reason)];

*bb) EXPEDITING;

cc) [CAUTION] TAXI SLOWER [reason];

*dd) SLOWING DOWN.


12.3.4.8 HOLDING ‡a) HOLD (direction) OF (position, runway number, etc.);

‡b) HOLD POSITION;

‡c) HOLD (distance) FROM (position);

... to hold not closer to a runway thanspecified in Chapter 7, 7.5.3.1.3.1.

‡d) HOLD SHORT OF (position);

*e) HOLDING;



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*f) HOLDING SHORT.

‡ Requires specific acknowledgement from the pilot.* Denotes pilot transmission. The procedure words ROGER and WILCO are

insufficient acknowledgement of the instructions HOLD, HOLD POSITION and HOLD SHORT OF (position). In each case the acknowledgement shall be by the phraseology HOLDING or HOLDING SHORT, as appropriate.

12.3.4.9 TO CROSS A RUNWAY *a) REQUEST CROSS RUNWAY (number);

Note.— If the control tower is unable to see the crossing aircraft (e.g. night, low visibility, etc.), the instruction should always be accompanied by a request to report when the aircraft has vacated the runway.

b) CROSS RUNWAY (number) [REPORT VACATED];

c) EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type) (distance) KILOMETRES (or MILES) FINAL;

d) TAXI TO HOLDING POINT [number] [RUNWAY (number)] VIA (specific route to be followed), [HOLD SHORT OF RUNWAY (number)] or [CROSS RUNWAY (number)];

Note. — The pilot will, when requested, report “RUNWAY VACATED” when the entire aircraft is beyond the relevant runway-holding position.

*e) RUNWAY VACATED.


12.3.4.10 PREPARATION FOR TAKE-OFF a) UNABLE TO ISSUE (designator) DEPARTURE (reasons);

b) REPORT WHEN READY [FOR DEPARTURE];

c) ARE YOU READY [FOR DEPARTURE]?;

d) ARE YOU READY FOR IMMEDIATE DEPARTURE?;

*e) READY;

... if unable to issuetake-off clearance

f) WAIT [reason];

... clearance to enter runwayand await take-off clearance

g) LINE UP [AND WAIT];

†h) LINE UP RUNWAY (number);

i) LINE UP. BE READY FOR IMMEDIATE DEPARTURE;

... conditional clearances ‡j) (condition) LINE UP (brief reiteration of the condition);


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... acknowledgement of aconditional clearance

*k) (condition) LINING UP (brief reiteration of the condition);

... confirmation or otherwiseof the read-back of

conditional clearance

l) [THAT IS] CORRECT (or NEGATIVE) [I SAY AGAIN] ... (as appropriate).

* Denotes pilot transmission.† When there is the possibility of confusion during multiple runway operations.‡ Provisions concerning the use of conditional clearances are contained in

12.2.4.

12.3.4.11 TAKE-OFF CLEARANCE a) RUNWAY (number) CLEARED FOR TAKE-OFF [REPORT AIRBORNE];

... when reduced runwayseparation is used

b) (traffic information) RUNWAY (number) CLEARED FOR TAKE-OFF;

... when take-off clearancehas not been complied with

c) TAKE OFF IMMEDIATELY OR VACATE RUNWAY [(instructions)];

d) TAKE OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY;

... to cancel a take-off clearance e) HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN CANCEL TAKE-OFF (reasons);

*f) HOLDING;

... to stop a take-off after anaircraft has commenced take-off roll

g) STOP IMMEDIATELY [(repeat aircraft call sign) STOP IMMEDIATELY];

*h) STOPPING;

... for helicopter operations i) CLEARED FOR TAKE-OFF [FROM (location)] (present position, taxiway, final approach and take-off area, runway and number);

*j) REQUEST DEPARTURE INSTRUCTIONS;

k) AFTER DEPARTURE TURN RIGHT (or LEFT, or CLIMB) (instructions as appropriate).

* Denotes pilot transmission. HOLDING and STOPPING are the procedural responses to e) and g) respectively.

12.3.4.12 TURN OR CLIMB INSTRUCTIONS

AFTER TAKE-OFF

*a) REQUEST RIGHT (or LEFT) TURN;

b) RIGHT (or LEFT) TURN APPROVED;

c) WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;

... to request airborne time d) REPORT AIRBORNE;


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e) AIRBORNE (time);

f) AFTER PASSING (level) (instructions);

... heading to be followed g) CONTINUE RUNWAY HEADING (instructions);

... when a specific trackis to be followed

h) TRACK EXTENDED CENTRE LINE (instructions);

i) CLIMB STRAIGHT AHEAD (instructions).


12.3.4.13 ENTERING AN AERODROME TRAFFIC CIRCUIT

*a) [aircraft type] (position) (level) FOR LANDING;

b) JOIN [(direction of circuit)] (position in circuit) (runway number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [(units)][TRAFFIC (detail)];

c) MAKE STRAIGHT-IN APPROACH, RUNWAY (number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)];

... when ATIS informationis available

*d) (aircraft type) (position) (level) INFORMATION (ATIS identification) FOR LANDING;

e) JOIN (position in circuit) [RUNWAY (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)].


12.3.4.14 IN THE CIRCUIT *a) (position in circuit, e.g. DOWNWIND/FINAL);

b) NUMBER ... FOLLOW (aircraft type and position) [additional instructions if required].


12.3.4.15 APPROACH INSTRUCTIONS

Note.— The report “LONG FINAL” is made when aircraft turn on to final approach at a distance greater than 7 km (4 NM) from touchdown or when an aircraft on a straight-in approach is 15 km (8 NM) from touchdown. In both cases a report “FINAL” is required at 7 km (4 NM) from touchdown.

a) MAKE SHORT APPROACH;

b) MAKE LONG APPROACH (or EXTEND DOWNWIND);

c) REPORT BASE (or FINAL, or LONG FINAL);

d) CONTINUE APPROACH [PREPARE FOR POSSIBLE GO AROUND].


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12.3.4.16 LANDING CLEARANCE a) RUNWAY (number) CLEARED TO LAND;

... when reduced runwayseparation is used

b) (traffic information) RUNWAY (number) CLEARED TO LAND;

... special operations c) CLEARED TOUCH AND GO;

d) MAKE FULL STOP;

... to make an approach along,or parallel to a runway,

descending to anagreed minimum level

*e) REQUEST LOW APPROACH (reasons);

f) CLEARED LOW APPROACH [RUNWAY (number)] [(altitude restriction if required) (go around instructions)];

... to fly past the controltower or other observation

point for the purpose ofvisual inspection by

persons on the ground

*g) REQUEST LOW PASS (reasons);

h) CLEARED LOW PASS [as in f)];

... for helicopter operations *i) REQUEST STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location));

j) MAKE STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT) TURN TO (location, runway, taxiway, final approach and take-off area)) [ARRIVAL (or ARRIVAL ROUTE) (number, name, or code)]. [HOLD SHORT OF (active runway, extended runway centre line, other)]. [REMAIN (direction or distance) FROM (runway, runway centre line, other helicopter or aircraft)]. [CAUTION (power lines, unlighted obstructions, wake turbulence, etc.)]. CLEARED TO LAND.


12.3.4.17 DELAYING AIRCRAFT a) CIRCLE THE AERODROME;

b) ORBIT (RIGHT, or LEFT) [FROM PRESENT POSITION];

c) MAKE ANOTHER CIRCUIT.


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12.3.4.18 MISSED APPROACH a) GO AROUND;

*b) GOING AROUND.


12.3.4.19 INFORMATION TO AIRCRAFT

... when pilot requested visualinspection of landing gear

a) LANDING GEAR APPEARS DOWN;

b) RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or DOWN);

c) WHEELS APPEAR UP;

d) RIGHT (or LEFT, or NOSE) WHEEL DOES NOT APPEAR UP (or DOWN);

... wake turbulence e) CAUTION WAKE TURBULENCE [FROM ARRIVING (or DEPARTING) (type of aircraft)] [additional information as required];

... jet blast on apron or taxiway f) CAUTION JET BLAST;

... propeller-drivenaircraft slipstream

g) CAUTION SLIPSTREAM.

12.3.4.20 RUNWAY VACATING AND COMMUNICATIONS AFTER LANDING

a) CONTACT GROUND (frequency);

b) WHEN VACATED CONTACT GROUND (frequency);

c) EXPEDITE VACATING;

d) YOUR STAND (or GATE) (designation);

e) TAKE (or TURN) FIRST (or SECOND, or CONVENIENT) LEFT (or RIGHT) AND CONTACT GROUND (frequency);

... for helicopter operations f) AIR-TAXI TO HELICOPTER STAND (or) HELICOPTER PARKING POSITION (area);

g) AIR-TAXI TO (or VIA) (location or routing as appropriate) [CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.)];

h) AIR TAXI VIA (direct, as requested, or specified route) TO (location, heliport, operating or movement area, active or inactive runway). AVOID (aircraft or vehicles or personnel).



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12.3.5 Coordination between ATS units


12.3.5.1 ESTIMATES AND REVISIONS a) ESTIMATE [direction of flight] (aircraft call sign) [SQUAWKING (SSR Code)] (type) ESTIMATED (significant point) (time) (level) (or DESCENDING FROM (level) TO (level)) [SPEED (filed TAS)] (route) [REMARKS];

... sending unit b) ESTIMATE (significant point) ON (aircraft call sign);

... receiving unit reply (if flight plandetails are not available)

c) NO DETAILS;

... receiving unit reply (if flight plandetails are available)

(aircraft type) (destination);

... sending unit reply [SQUAWKING (SSR Code)] [ESTIMATED] (significant point) (time) AT (level);

Note.— In the event that flight plan details are not available the receiving station shall reply to b) NO DETAILS and transmitting station shall pass full estimate as in a).

d) ESTIMATE UNMANNED FREE BALLOON(S) (identification and classification) ESTIMATED OVER (place) AT (time) REPORTED FLIGHT LEVEL(S) (figure or figures) [or FLIGHT LEVEL UNKNOWN] MOVING (direction) ESTIMATED GROUND SPEED (figure) (other pertinent information, if any);

e) REVISION (aircraft call sign) (details as necessary).

12.3.5.2 TRANSFER OF CONTROL a) REQUEST RELEASE OF (aircraft call sign);

b) (aircraft call sign) RELEASED [AT (time)] [conditions/restrictions];

c) IS (aircraft call sign) RELEASED [FOR CLIMB (or DESCENT)];

d) (aircraft call sign) NOT RELEASED [UNTIL (time or significant point)];

e) UNABLE (aircraft call sign) [TRAFFIC IS (details)].

12.3.5.3 CHANGE OF CLEARANCE a) MAY WE CHANGE CLEARANCE OF (aircraft call sign) TO (details of alteration proposed);

b) AGREED TO (alteration of clearance) OF (aircraft call sign);

c) UNABLE (aircraft call sign);

d) UNABLE (desired route, level, etc.) [FOR (aircraft call sign)] [DUE (reason)] (alternative clearance proposed).


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12.3.5.4 APPROVAL REQUEST a) APPROVAL REQUEST (aircraft call sign) ESTIMATED DEPARTURE FROM (significant point) AT (time);

b) (aircraft call sign) REQUEST APPROVED [(restriction if any)];

c) (aircraft call sign) UNABLE (alternative instructions).

12.3.5.5 INBOUND RELEASE [INBOUND RELEASE] (aircraft call sign) [SQUAWKING (SSR Code)] (type) FROM (departure point) RELEASED AT (significant point, or time, or level) CLEARED TO AND ESTIMATING (clearance limit) (time) AT (level) [EXPECTED APPROACH TIME or NO DELAY EXPECTED] CONTACT AT (time).

12.3.5.6 RADAR HANDOVER RADAR HANDOVER (aircraft call sign) [SQUAWKING (SSR Code)] POSITION (aircraft position) (level).

12.3.5.7 EXPEDITION OF CLEARANCE a) EXPEDITE CLEARANCE (aircraft call sign) EXPECTED DEPARTURE FROM (place) AT (time);

b) EXPEDITE CLEARANCE (aircraft call sign) [ESTIMATED] OVER (place) AT (time) REQUESTS (level or route, etc.).

12.3.5.8 REDUCED VERTICAL SEPARATION

MINIMUM (RVSM) OPERATIONS

... to verbally supplement estimatemessages of aircraft non-approved for

RVSM or to verbally supplement anautomated estimate message exchange

that does not automatically transferinformation from Item 18 of the flight

plan followed by supplementaryinformation, as appropriate

a) NEGATIVE RVSM [(supplementary information, e.g. State Aircraft)];

... to communicate the cause of acontingency relating to an aircraft that isunable to conduct RVSM operations due

to severe turbulence or other severemeteorological phenomena or equipment

failure, as applicable

b) UNABLE RVSM DUE TURBULENCE (or EQUIPMENT, as applicable).



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12.3.6 Phraseologies to be used related to CPDLC

12.4 RADAR PHRASEOLOGIES

Note.— The following comprise phraseologies specifically applicable when radar is used in the provision of air traffic services.The phraseologies detailed in the sections above for use in the provision of air traffic services are also applicable, as appropriate,when radar is used.

12.4.1 General radar phraseologies


12.3.6.1 FAILURE OF CPDLC [ALL STATIONS] CPDLC FAILURE (instructions).


12.4.1.1 IDENTIFICATION OF AIRCRAFT a) REPORT HEADING [AND FLIGHT LEVEL (or ALTITUDE)];

b) FOR IDENTIFICATION TURN LEFT (or RIGHT) HEADING (three digits);

c) TRANSMIT FOR IDENTIFICATION AND REPORT HEADING;

d) RADAR CONTACT [position];

e) IDENTIFIED [position];

f) NOT IDENTIFIED [reason], [RESUME (or CONTINUE) OWN NAVIGATION].

12.4.1.2 POSITION INFORMATION POSITION (distance) (direction) OF (significant point) (or OVER or ABEAM (significant point)).

12.4.1.3 VECTORING INSTRUCTIONS a) LEAVE (significant point) HEADING (three digits);

b) CONTINUE HEADING (three digits);

c) CONTINUE PRESENT HEADING;

d) FLY HEADING (three digits);

e) TURN LEFT (or RIGHT) HEADING (three digits) [reason];

f) TURN LEFT (or RIGHT) (number of degrees) DEGREES [reason];

g) STOP TURN HEADING (three digits);


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h) FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point);

i) HEADING IS GOOD.

12.4.1.4 TERMINATION OF RADAR VECTORING a) RESUME OWN NAVIGATION (position of aircraft) (specific instructions);

b) RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) KILOMETRES (or MILES)].

12.4.1.5 MANOEUVRES a) MAKE A THREE SIXTY TURN LEFT (or RIGHT) [reason];

b) ORBIT LEFT (or RIGHT) [reason];

... (in case of unreliable directionalinstruments on board aircraft)

c) MAKE ALL TURNS RATE ONE (or RATE HALF, or (number) DEGREES PER SECOND) START AND STOP ALL TURNS ON THE COMMAND “NOW”;

Note.— When it is necessary to specify a reason for radar vectoring or for the above manoeuvres, the following phraseologies should be used:

a) DUE TRAFFIC;b) FOR SPACING;c) FOR DELAY;d) FOR DOWNWIND (or BASE, or FINAL).

d) TURN LEFT (or RIGHT) NOW;

e) STOP TURN NOW.

12.4.1.6 SPEED CONTROL a) REPORT SPEED;

*b) SPEED (number) KILOMETRES PER HOUR (or KNOTS);

c) MAINTAIN (number) KILOMETRES PER HOUR (or KNOTS) [OR GREATER (or OR LESS)] [UNTIL (significant point)];

d) DO NOT EXCEED (number) KILOMETRES PER HOUR (or KNOTS);

e) MAINTAIN PRESENT SPEED;

f) INCREASE (or REDUCE) SPEED TO (number) KILOMETRES PER HOUR (or KNOTS) [OR GREATER (or OR LESS)];

g) INCREASE (or REDUCE) SPEED BY (number) KILOMETRES PER HOUR (or KNOTS);

h) RESUME NORMAL SPEED;

i) REDUCE TO MINIMUM APPROACH SPEED;



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j) REDUCE TO MINIMUM CLEAN SPEED;

k) NO [ATC] SPEED RESTRICTIONS.


12.4.1.7 POSITION REPORTING

... to omit position reports when underradar control

a) OMIT POSITION REPORTS [UNTIL (specify)];

b) NEXT REPORT AT (significant point);

c) REPORTS REQUIRED ONLY AT (significant point(s));

d) RESUME POSITION REPORTING.

12.4.1.8 TRAFFIC INFORMATION AND AVOIDING ACTION

a) TRAFFIC (number) O’CLOCK (distance) (direction of flight) [any other pertinent information]:

1) UNKNOWN;

2) SLOW MOVING;

3) FAST MOVING;

4) CLOSING;

5) OPPOSITE (or SAME) DIRECTION;

6) OVERTAKING;

7) CROSSING LEFT TO RIGHT (or RIGHT TO LEFT);

... (if known) 8) (aircraft type);

9) (level);

10) CLIMBING (or DESCENDING);

... to request avoiding action *b) REQUEST VECTORS;

c) DO YOU WANT VECTORS?;

... when passing unknown traffic d) CLEAR OF TRAFFIC [appropriate instructions];

... for avoiding action e) TURN LEFT (or RIGHT) IMMEDIATELY HEADING (three digits) TO AVOID [UNIDENTIFIED] TRAFFIC (bearing by clock-reference and distance);



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12.4.2 Radar in approach control service

f) TURN LEFT (or RIGHT) (number of degrees) DEGREES IMMEDIATELY TO AVOID [UNIDENTIFIED] TRAFFIC AT (bearing by clock-reference and distance).


12.4.1.9 COMMUNICATIONS AND LOSS OF COMMUNICATIONS

a) [IF] RADIO CONTACT LOST (instructions);

b) IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or SECONDS) (instructions);

c) REPLY NOT RECEIVED (instructions);

... if loss of communicationssuspected

d) IF YOU READ [manoeuvre instructions or SQUAWK (code or IDENT)];

e) (manoeuvre or SQUAWK) OBSERVED. POSITION (position of aircraft). WILL CONTINUE RADAR CONTROL.

12.4.1.10 TERMINATION OF RADAR SERVICE a) RADAR CONTROL TERMINATED [DUE (reason)];

b) RADAR SERVICE TERMINATED (instructions);

c) WILL SHORTLY LOSE IDENTIFICATION (appropriate instructions or information);

d) IDENTIFICATION LOST [reasons] (instructions).

12.4.1.11 RADAR EQUIPMENT DEGRADATION a) SECONDARY RADAR OUT OF SERVICE (appropriate information as necessary);

b) PRIMARY RADAR OUT OF SERVICE (appropriate information as necessary).


12.4.2.1 VECTORING FOR APPROACH a) VECTORING FOR (type of pilot-interpreted aid) APPROACH RUNWAY (number);

b) VECTORING FOR VISUAL APPROACH RUNWAY (number) REPORT FIELD (or RUNWAY) IN SIGHT;

c) VECTORING FOR (positioning in the circuit);

d) VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number);



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e) VECTORING FOR PRECISION APPROACH RUNWAY (number);

f) (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions).

12.4.2.2 VECTORING FOR ILS AND OTHER

PILOT-INTERPRETED AIDS

a) POSITION (number) KILOMETRES (or MILES) from (fix). TURN LEFT (or RIGHT) HEADING (three digits);

b) YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point or TOUCHDOWN);

... when a pilot wishes to be positioned a specific distance from

touchdown

*c) REQUEST (distance) FINAL;

d) CLEARED FOR (type of approach) APPROACH RUNWAY (number);

... instructions and information e) REPORT ESTABLISHED ON [ILS] LOCALIZER (or ON GBAS/SBAS/MLS APPROACH COURSE);

f) CLOSING FROM LEFT (or RIGHT) [REPORT ESTABLISHED];

g) TURN LEFT (or RIGHT) HEADING (three digits) [TO INTERCEPT] or [REPORT ESTABLISHED];

h) EXPECT VECTOR ACROSS (localizer course or radio aid) (reason);

i) THIS TURN WILL TAKE YOU THROUGH (localizer course or radio aid) [reason];

j) TAKING YOU THROUGH (localizer course or radio aid) [reason];

k) MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION;

l) REPORT ESTABLISHED ON GLIDE PATH;

m) INTERCEPT (localizer course or radio aid) [REPORT ESTABLISHED].


12.4.2.3 MANOEUVRE DURING INDEPENDENT AND DEPENDENT PARALLEL APPROACHES

a) CLEARED FOR (type of approach) APPROACH RUNWAY (number) LEFT (or RIGHT);

b) YOU HAVE CROSSED THE LOCALIZER (or GBAS/SBAS/MLS FINAL APPROACH COURSE). TURN LEFT (or RIGHT) IMMEDIATELY AND RETURN TO THE LOCALIZER (or GBAS/SBAS/MLS FINAL APPROACH COURSE);



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c) ILS (or MLS) RUNWAY (number) LEFT (or RIGHT) LOCALIZER (or MLS) FREQUENCY IS (frequency);

... for avoidance action whenan aircraft is observed

penetrating the NTZ

d) TURN LEFT (or RIGHT) (number) DEGREES (or HEADING) (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (altitude);

... for avoidance action below120 m (400 ft) above the runwaythreshold elevation where parallel

approach obstacle assessment surfaces(PAOAS) criteria are being applied

e) CLIMB TO (altitude) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH] (further instructions).

12.4.2.4 SURVEILLANCE RADAR APPROACH

12.4.2.4.1 PROVISION OF SERVICE a) THIS WILL BE A SURVEILLANCE RADAR APPROACH RUNWAY (number) TERMINATING AT (distance) FROM TOUCHDOWN, OBSTACLE CLEARANCE ALTITUDE (or HEIGHT) (number) METRES (or FEET) CHECK YOUR MINIMA [IN CASE OF GO AROUND (instructions)];

b) APPROACH INSTRUCTIONS WILL BE TERMINATED AT (distance) FROM TOUCHDOWN.

12.4.2.4.2 ELEVATION a) COMMENCE DESCENT NOW [TO MAINTAIN A (number) DEGREE GLIDE PATH];

b) (distance) FROM TOUCHDOWN ALTITUDE (or HEIGHT) SHOULD BE (numbers and units).

12.4.2.4.3 POSITION (distance) FROM TOUCHDOWN.

12.4.2.4.4 CHECKS a) CHECK GEAR DOWN [AND LOCKED];

b) OVER THRESHOLD.

12.4.2.4.5 COMPLETION OF APPROACH a) REPORT VISUAL;

b) REPORT RUNWAY [LIGHTS] IN SIGHT;

c) APPROACH COMPLETED [CONTACT (unit)].



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12.4.2.5 PAR APPROACH

12.4.2.5.1 PROVISION OF SERVICE a) THIS WILL BE A PRECISION RADAR APPROACH RUNWAY (number);

b) PRECISION APPROACH NOT AVAILABLE DUE (reason) (alternative instructions);

c) IN CASE OF GO AROUND (instructions).

12.4.2.5.2 COMMUNICATIONS a) DO NOT ACKNOWLEDGE FURTHER TRANSMISSIONS;

b) REPLY NOT RECEIVED. WILL CONTINUE INSTRUCTIONS.

12.4.2.5.3 AZIMUTH a) CLOSING [SLOWLY (or QUICKLY)] [FROM THE LEFT (or FROM THE RIGHT)];

b) HEADING IS GOOD;

c) ON TRACK;

d) SLIGHTLY (or WELL, or GOING) LEFT (or RIGHT) OF TRACK;

e) (number) METRES LEFT (or RIGHT) OF TRACK.

12.4.2.5.4 ELEVATION a) APPROACHING GLIDE PATH;

b) COMMENCE DESCENT NOW [AT (number) METRES PER SECOND OR (number) FEET PER MINUTE (or ESTABLISH A (number) DEGREE GLIDE PATH)];

c) RATE OF DESCENT IS GOOD;

d) ON GLIDE PATH;

e) SLIGHTLY (or WELL, or GOING) ABOVE (or BELOW) GLIDE PATH;

f) [STILL] (number) METRES (or FEET) TOO HIGH (or TOO LOW);

g) ADJUST RATE OF DESCENT;

h) COMING BACK [SLOWLY (or QUICKLY)] TO THE GLIDE PATH;

i) RESUME NORMAL RATE OF DESCENT;

j) ELEVATION ELEMENT UNSERVICEABLE (to be followed by appropriate instructions);



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12.4.3 Secondary surveillance radar (SSR) phraseologies

k) (distance) FROM TOUCHDOWN. ALTITUDE (or HEIGHT) SHOULD BE (numbers and units).

12.4.2.5.5 POSITION a) (distance) FROM TOUCHDOWN;

b) OVER APPROACH LIGHTS;

c) OVER THRESHOLD.

12.4.2.5.6 CHECKS a) CHECK GEAR DOWN AND LOCKED;

b) CHECK DECISION ALTITUDE (or HEIGHT).

12.4.2.5.7 COMPLETION OF APPROACH a) REPORT VISUAL;

b) REPORT RUNWAY [LIGHTS] IN SIGHT;

c) APPROACH COMPLETED [CONTACT (unit)].

12.4.2.5.8 MISSED APPROACH a) CONTINUE VISUALLY OR GO AROUND [missed approach instructions];

b) GO AROUND IMMEDIATELY [missed approach instructions] (reason);

c) ARE YOU GOING AROUND?;

d) IF GOING AROUND (appropriate instructions);

*e) GOING AROUND.



12.4.3.1 TO REQUEST THE CAPABILITY OF THE SSR EQUIPMENT

a) ADVISE TRANSPONDER CAPABILITY;

*b) TRANSPONDER (as shown in the flight plan);

*c) NEGATIVE TRANSPONDER.


12.4.3.2 TO INSTRUCT SETTING OF TRANSPONDER a) FOR DEPARTURE SQUAWK (code);

b) SQUAWK (code).



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12.4.3.3 TO REQUEST THE PILOT TO RESELECT THE ASSIGNED MODE AND CODE

a) RESET SQUAWK [(mode)] (code);

*b) RESETTING (mode) (code).


12.4.3.4 TO REQUEST RESELECTION OF AIRCRAFT IDENTIFICATION

RESET MODE S IDENTIFICATION.

12.4.3.5 TO REQUEST THE PILOT TO CONFIRM THE CODE SELECTED ON THE AIRCRAFT’S TRANSPONDER

a) CONFIRM SQUAWK (code);

*b) SQUAWKING (code).


12.4.3.6 TO REQUEST THE OPERATION OF THE IDENT FEATURE

a) SQUAWK [(code)] [AND] IDENT;

b) SQUAWK LOW;

c) SQUAWK NORMAL.

12.4.3.7 TO REQUEST TEMPORARY SUSPENSION OF TRANSPONDER OPERATION

SQUAWK STANDBY.

12.4.3.8 TO REQUEST EMERGENCY CODE SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-ZERO].

12.4.3.9 TO REQUEST TERMINATION OF TRANSPONDER OPERATION

STOP SQUAWK.

12.4.3.10 TO REQUEST TRANSMISSION OF PRESSURE ALTITUDE

SQUAWK CHARLIE.

12.4.3.11 TO REQUEST PRESSURE SETTING CHECK AND CONFIRMATION OF LEVEL

CHECK ALTIMETER SETTING AND CONFIRM (level).

12.4.3.12 TO REQUEST TERMINATION OF PRESSURE ALTITUDE TRANSMISSION BECAUSE OF FAULTY OPERATION

STOP SQUAWK CHARLIE WRONG INDICATION.

12.4.3.13 TO REQUEST LEVEL CHECK CONFIRM (level).

Note.— Other phraseologies for use in the area control radar service are given in the section containing approach control radar service phraseologies.



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12.5 AUTOMATIC DEPENDENT SURVEILLANCE (ADS) PHRASEOLOGIES

12.5.1 General ADS phraseologies

12.6 ALERTING PHRASEOLOGIES

12.6.1 Alerting phraseologies

12.7 GROUND CREW/FLIGHT CREW PHRASEOLOGIES

12.7.1 Ground crew/flight crew phraseologies


12.5.1.1 ADS DEGRADATION ADS (or AUTOMATIC DEPENDENT SURVEILLANCE) OUT OF SERVICE (appropriate information as necessary).


12.6.1.1 LOW ALTITUDE WARNING (aircraft call sign) LOW ALTITUDE WARNING, CHECK YOUR ALTITUDE IMMEDIATELY, QNH IS (number) [(units)]. [THE MINIMUM FLIGHT ALTITUDE IS (altitude)].

12.6.1.2 TERRAIN ALERT (aircraft call sign) TERRAIN ALERT, (suggested pilot action, if possible).


12.7.1.1 STARTING PROCEDURES (GROUND CREW/COCKPIT)

a) [ARE YOU] READY TO START UP;

*b) STARTING NUMBER (engine number(s)).

Note 1.— The ground crew should follow this exchange by either a reply on the intercom or a distinct visual signal to indicate that all is clear and that the start-up as indicated may proceed.

Note 2.— Unambiguous identification of the parties concerned is essential in any communications between ground crew and pilots.


12.7.1.2 PUSHBACK PROCEDURES

... (ground crew/cockpit) a) ARE YOU READY FOR PUSHBACK;

*b) READY FOR PUSHBACK;


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c) CONFIRM BRAKES RELEASED;

*d) BRAKES RELEASED;

e) COMMENCING PUSHBACK;

f) PUSHBACK COMPLETED;

*g) STOP PUSHBACK;

h) CONFIRM BRAKES SET;

*i) BRAKES SET;

*j) DISCONNECT;

k) DISCONNECTING STAND BY FOR VISUAL AT YOUR LEFT (or RIGHT).

Note.— This exchange is followed by a visual signal to the pilot to indicate that disconnect is completed and all is clear for taxiing.



CHAPTER 13. AUTOMATIC DEPENDENT SURVEILLANCE (ADS) SERVICES

Note.— Chapter 13 applies to contract ADS only.

13.1 GENERAL

The provision of air traffic services to aircraft, based oninformation received from aircraft via ADS, is generallyreferred to as the provision of ADS services.

13.2 ADS GROUND SYSTEM CAPABILITIES

13.2.1 ADS ground systems used in the provision of airtraffic services shall have a very high level of reliability,availability and integrity. The possibility of system failures orsignificant system degradations that may cause complete orpartial interruptions of service shall be very remote. Back-upfacilities shall be provided.

Note 1.— An ADS ground system will normally consist of anumber of integrated elements, including communication inter-faces, a data processing system and one or more controllerinterfaces.

Note 2.— Information pertaining to use of ADS and tosystem reliability, availability and integrity is contained inthe Manual of Air Traffic Services Data Link Applications(Doc 9694).

13.2.2 ADS ground systems should be capable ofintegration with other automated systems used in the provisionof ATS and should provide for an appropriate level of auto-mation with the objectives of improving the accuracy andtimeliness of data displayed to the controller and reducingcontroller workload and the need for verbal coordinationbetween adjacent control positions and ATC units.

13.2.3 Several significant functional requirements arenecessary to permit the effective implementation of an ADSservice in a CNS/ATM environment. Ground systems shallprovide for:

a) the transmitting, receiving, processing and displayingof ADS messages related to flights equipped for andoperating within environments where ADS services arebeing provided;

b) the display of safety-related alerts and warnings;

c) position monitoring (the aircraft’s current position asderived from ADS reports is displayed to the controllerfor air traffic situation monitoring);

d) conformance monitoring (the ADS reported currentposition or projected profile is compared to the expectedaircraft position, which is based on the current flightplan. Along track, lateral and vertical deviations thatexceed a pre-defined tolerance limit will permit anout-of-conformance alert to be issued to the controller);

e) flight plan update (e.g. longitudinal variations thatexceed pre-defined tolerance limits will be used toadjust expected arrival times at subsequent fixes);

f) intent validation (intent data contained in ADS reports,such as extended projected profile, are compared withthe current clearance and discrepancies are identified);

g) conflict detection (the ADS data can be used by theADS ground system automation to identify violationsof separation minima);

h) conflict prediction (the ADS position data can be usedby the ADS ground system automation to identifypotential violations of separation minima);

i) tracking (the tracking function is intended to extrapolatethe current position of the aircraft based on ADSreports);

j) wind estimation (ADS reports containing wind datamay be used to update wind forecasts and henceexpected arrival times at waypoints); and

k) flight management (ADS reports may assist automationin generating optimum conflict-free clearances tosupport possible fuel-saving techniques, such as cruiseclimbs, requested by the operators).

Note.— The use of ADS does not relieve the controller ofthe obligation to continuously monitor the traffic situation.

13.2.4 The sharing of ADS information should befacilitated to the extent possible, in order to extend and improve

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surveillance in adjacent control areas, thereby reducing theneed for additional ADS contracts to be supported by a givenaircraft.

13.2.5 Automated exchange of coordination data relevantto aircraft being provided with an ADS service, and the estab-lishment of automated coordination procedures shall beprovided for on the basis of regional air navigation agreements.

13.2.6 Air traffic control facilities providing an ADSservice shall be capable of storing and disseminating specificflight information relating to flights equipped for and oper-ating within environments where an ADS service is provided.

13.2.7 Effective human-machine interfaces shall exist forthe controller to permit appropriate utilization of the ADS-derived information and associated automated features.

13.3 ADS-RELATED AERONAUTICAL INFORMATION

Adequate information on the operating practices having a directeffect on the operations of air traffic services shall be publishedin aeronautical information publications. This shall include abrief description concerning the area of responsibility, require-ments and conditions under which the ADS service is available,equipment limitations, ADS failure procedures, if required, andthe initial address(es) for each ATC unit.

13.4 USE OF ADS IN THE PROVISIONOF AIR TRAFFIC CONTROL SERVICE

13.4.1 General

13.4.1.1 ADS may be used in the provision of an airtraffic control service, provided identification of the aircraft isunambiguously established.

13.4.1.2 Flight data processing of ADS data may be usedin the provision of an air traffic control service, provided thecorrelation between the ADS data downlinked by that aircraftand the flight plan details held for the aircraft has beenaccomplished.

Note.— A combination of information received from theaircraft may be necessary to ensure unambiguous correlation,e.g. departure aerodrome, estimated off-block time (EOBT),and destination aerodrome might be used.

13.4.1.3 Human Factors principles shall be observed. Inparticular, the controller shall be provided with enough infor-mation to:

a) maintain situational awareness; and

b) be capable of assuming, in the event of systemmalfunction, the minimum tasks for the provision ofan air traffic control service, normally performed byautomation.

Note 1.— Automated systems, while designed to providehigh operational integrity, remain susceptible to error andfailure. Human participation is integral to the safety of the airtraffic system.

Note 2.— Guidance material on Human Factors principlescan be found in the Human Factors Training Manual(Doc 9683), Human Factors Digest No. 8 — Human Factorsin Air Traffic Control (Circular 241), and Human FactorsDigest No. 11 — Human Factors in CNS/ATM Systems(Circular 249).

13.4.1.4 Information provided by the ground system maybe used by the controller to perform the following functions inthe provision of air traffic control services:

a) enhance safety;

b) maintain an accurate awareness of the air trafficsituation;

c) apply separation minima;

d) take appropriate action regarding any significantdeviation by aircraft from the terms of their respectiveair traffic control clearances, including their clearedroutes, levels and speed when appropriate;

Note.— Where tolerances regarding such matters asadherence to 3-D position, speed or time have beenprescribed by the appropriate ATS authority, deviationsare not considered significant until such tolerances areexceeded.

e) provide updated position information regarding aircraftto other controllers when required; and

f) improve airspace utilization, reduce delays, as well asprovide for direct routings and more optimum flightprofiles.

13.4.2 Presentation of ADS data

13.4.2.1 Appropriate ADS data shall be presented to thecontroller in a manner suitable to achieve the control functionsin 13.4.1.4. Display systems shall incorporate a situation (plan

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Chapter 13. Automatic Dependent Surveillance (ADS) Services 13-3

view) display, textual information display, aural and visualalerts in such combinations as deemed appropriate.

13.4.2.2 Display systems may display actual ADS reportinformation only or a combination of actual ADS reportinformation and data derived from ADS reports. Additionally,display systems may incorporate surveillance informationfrom a number of other sources, including data derived fromradar, the flight data processing system (FDPS) and/or voiceposition reports.

13.4.2.2.1 Where surveillance information is derived fromdifferent sources, the type of surveillance shall be readilyapparent to the controller.

13.4.2.3 ADS information available to the controller on asituation display shall, as a minimum, include ADS positionindications and map information.

13.4.2.3.1 When applicable, distinct symbols should beused for presentation of such items as:

a) ADS position;

b) combined ADS/SSR position;

c) combined ADS/PSR position;

d) combined ADS/SSR/PSR position; or

e) predicted positions for a non-updated track.

13.4.2.3.2 Labels used to provide ADS-derived infor-mation and any other information that may be available shall,as a minimum, be displayed in alphanumeric form.

13.4.2.3.3 Label information shall, as a minimum, includeaircraft identification and level information. All label infor-mation shall be presented in a clear and concise manner. Labelsshall be associated with their ADS position indications in amanner precluding erroneous identification.

13.4.2.4 When ADS reports are queued, the controllershall be given an indication that more urgent reports areavailable based on the following order of priority:

a) emergency and/or urgency mode ADS reports;

b) event or demand ADS reports; and then

c) periodic ADS reports.

13.4.2.4.1 If more than one ADS report is queued in anyone of a), b) or c) above, they shall be handled in the orderreceived.

13.4.2.5 Safety-related alerts and warnings, includingemergency/urgent reports, shall be presented in a clear anddistinct manner. Provisions shall be made for alerting thecontroller when expected ADS reports are not received withinan appropriate time.

Note.— Non-receipt of ADS event contract reports may beundetectable.

13.4.3 Provision of ADS services

13.4.3.1 GENERAL

13.4.3.1.1 The number of aircraft simultaneously pro-vided with ADS services shall not exceed that which cansafely be handled under the prevailing circumstances, takinginto account:

a) the complexity of the traffic situation and associatedworkload within the sector or area of responsibility ofthe controller;

b) the level of automation of the ADS ground system;

c) the overall technical performance of the ADS systemsand communications systems, including possible degra-dations that would require use of back-up facilities;

d) the overall performance of the back-up surveillanceand communications systems; and

e) the effect of loss of controller-pilot communications.

Note.— Further guidance on the factors to be consideredcan be found in the Manual of Air Traffic Services Data LinkApplications (Doc 9694).

13.4.3.2 COORDINATION AND TRANSFER OF CONTROL OF ADS AIRCRAFT

13.4.3.2.1 Appropriate arrangements shall be made inand between any ATC units using ADS to ensure the coordi-nation of ADS and non-ADS traffic and to ensure theprovision of adequate separation between the ADS aircraft andall other aircraft.

13.4.3.2.2 Transfer of control shall be effected so as tofacilitate uninterrupted provision of ADS services where ADSis available in adjacent ATC units.

13.4.3.2.3 The accepting ATC unit shall establish acontract with the affected aircraft prior to reaching the transferof control point. Should the accepting ATC unit be unable to

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establish a contract, the transferring ATC unit shall be notifiedin order to provide ground forwarding of ADS data to permitan uninterrupted ADS service.

13.4.3.2.4 When an aircraft is in an emergency/urgencymode or is the subject of safety alerts or warnings, this infor-mation shall be provided to the accepting ATC unit, and theADS contract shall not be terminated by the transferring ATCunit until appropriate coordination has been effected.

13.4.3.2.5 Transfer of control of aircraft between adjacentcontrol positions or between adjacent ATC units may beeffected as follows:

a) appropriate ADS transfer protocols are observed by:

1) designation of the ADS position indication byautomated means; or

2) direct designation of the ADS position indication iftwo display systems are adjacent or if a common(conference) type of display is used; or

3) designation of the ADS position indication byreference to a position accurately indicated on bothdisplay systems;

b) updated flight plan information on the aircraft about tobe transferred is provided to the accepting controllerprior to transfer;

c) when controllers are not physically adjacent, directcommunications facilities are available between themat all times;

Note.— This requirement may be met by two-waydirect speech facilities or ATS interfacility data com-munications (AIDC).

d) the transfer point or points and all other conditions ofapplication have been made the subject of specificinstructions or a specific letter of agreement; and

e) the accepting controller is kept current of all controlinstructions (e.g. level or speed instructions) given tothe aircraft prior to its transfer and which modify itsanticipated flight progress.

Note.— This requirement may be met by two-waydirect speech facilities or ATS interfacility data com-munications (AIDC).

13.4.3.2.6 The minimum agreed separation betweenaircraft about to be transferred shall be as specified in lettersof agreement or local instructions, as appropriate.

13.4.3.3 COMMUNICATIONS

Controller-pilot communications shall be such that the possi-bility of communications failure or significant degradations isvery remote. Adequate back-up facilities shall be provided.

13.4.3.4 GENERAL ADS PROCEDURES

13.4.3.4.1 ADS CONTRACT MANAGEMENT

13.4.3.4.1.1 Only appropriate ATC units shall initiateADS contracts with a given aircraft. Procedures shall ensurethat non-current contracts are terminated in a timely manner.

13.4.3.4.1.2 The ADS ground system shall be able toidentify the ADS capability of the aircraft and establishappropriate ADS contracts with ADS-equipped aircraft.

13.4.3.4.1.3 ADS contracts necessary for the control ofthe aircraft will be established with each aircraft by the relevantADS ground system, at least for the portions of the aircraftflight over which that ATC unit provides air traffic services.

13.4.3.4.1.4 The contract may include the provision ofbasic ADS reports at a periodic interval defined by the ADSground system with, optionally, additional data containingspecific information, which may or may not be sent with eachperiodic report. The agreement may also provide for ADSreports at geographically defined points such as waypoints, inaddition to other specific event-driven reports.

13.4.3.4.1.5 The aircraft must be capable of supportingADS agreements with at least four ATC unit ADS groundsystems simultaneously.

13.4.3.4.1.5.1 When an ADS ground system attempts toestablish an ADS agreement with an aircraft and is unable to doso due to the aircraft’s inability to support an additional ADScontract, the aircraft should reply with the ICAO location indi-cators or eight-letter facility indicators of the ground systemswith which it currently has contracts, in order for the ATC unitto negotiate a contract release. In the event that this informationcannot be provided to the ground system, the ground systemshall nevertheless alert the controller that an ADS agreementcannot be established. Coordination between the appropriateATC units shall then be effected for the purpose of establishingpriority for ADS connections with the aircraft.

13.4.3.4.1.6 An ATC unit shall be capable of replacing orterminating its own ADS contract(s) as required. An existingcontract shall remain in place until any new contract of thesame type is accepted by the aircraft or until the contract typeis terminated.

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13.4.3.4.2 ADS TERMINATION

13.4.3.4.2.1 ADS contracts may be terminated manually,or automatically by the ADS ground system, based onagreements between ATS authorities for aircraft crossing FIRboundaries.

13.4.3.4.2.2 ATS authorities shall establish procedures toensure that ADS contracts are re-established as required whenunplanned ADS termination occurs.

13.4.3.4.3 ADS AGREEMENTS

13.4.3.4.3.1 Initial ADS agreements shall be determinedby the ATS authority. Subsequent modifications to individualcontracts may be made at the discretion of the controller basedon the prevailing traffic conditions and airspace complexity.

13.4.3.4.3.2 When the application of specified separationminima is dependent on the reporting interval of periodicposition reports, the ATC unit shall not establish periodiccontracts with a reporting interval greater than the requiredreporting interval.

13.4.3.4.3.3 Where an expected position report is notreceived within a prescribed time parameter, action shall betaken, as appropriate, to ascertain the position of the aircraft.This may be achieved by the use of an ADS demand contract,CPDLC or voice communications, or receipt of a subsequentperiodic report.

Note.— Requirements concerning the provision of analerting service are contained in Chapter 9.

13.4.3.4.3.4 An ADS aircraft observed to deviatesignificantly from its cleared flight profile shall be advisedaccordingly. Appropriate action shall also be taken if, in theopinion of the controller, such deviation is likely to affect theair traffic service being provided.

13.4.3.4.4 PERFORMANCE CHECKS

13.4.3.4.4.1 An ATC unit providing an ADS service toan aircraft, shall check the ADS three-dimensional positioninformation received from that aircraft through pilot reportsand/or flight plan conformance.

13.4.3.4.4.2 The pilot of the aircraft whose ADS-derivedposition information is within the approved tolerance valueneed not be advised of such verification.

13.4.3.4.4.3 If the displayed position information is notwithin the approved tolerance value, or when a discrepancy inexcess of the approved tolerance value is detected subsequent

to verification, the pilot shall be advised accordingly andrequested to check the aircraft’s navigation system.

13.4.3.4.4.4 The controller shall adjust the display(s) andcarry out adequate checks on the accuracy thereof, in accord-ance with instructions prescribed by the appropriate authorityresponsible for the ADS display or integrated display systemconcerned.

13.4.3.4.4.5 The controller shall be satisfied that thefunctional capabilities of the ADS display system or integrateddisplay system, as well as the information displayed, is adequatefor the functions to be performed.

13.4.3.4.4.6 The controller shall report, in accordancewith local procedures, any fault in the equipment or anyincident requiring investigation or any circumstances whichmake it difficult or impractical to provide services on the basisof displayed ADS positions.

13.4.3.4.5 EMERGENCY AND/OR URGENCY REPORTS

Note.— To indicate that it is in a state of emergency, anaircraft equipped with ADS might operate the emergencyand/or urgency mode as follows:

a) emergency;

b) no communications;

c) unlawful interference;

d) minimum fuel; and/or

e) medical.

13.4.3.4.5.1 When an ADS emergency and/or urgencyreport is received, the controller with responsibility for theflight must acknowledge receipt of the information by the mostappropriate means of communication.

13.4.3.4.5.2 Both the aircraft and the ADS ground systemshall be capable of supporting an emergency and/or urgencymode of ADS operation to assist ATC alerting procedures andto assist search and rescue operations. In the event of an aircraftin, or appearing to be in, any form of emergency, all possibleassistance shall be provided by the controller.

Note.— The ADS airborne system will provide for apilot-initiated emergency and/or urgency mode. It may alsopermit the aircraft to automatically establish the emergencyand/or urgency mode.

13.4.3.4.5.3 The ADS ground system shall recognize theinitiation, modification and termination of an emergency and/or

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urgency mode and alert the controller. The ADS ground systemshall be able to modify the emergency and/or urgency reportingrate if necessary. The ADS ground system shall be able tosuppress an emergency/urgency indication.

13.4.3.4.6 FAILURE OF EQUIPMENT

Note.— It is not expected that the pilot will be made awareof any failure of ADS by means of on-board monitoringequipment.

13.4.3.4.6.1 ADS airborne system failure

13.4.3.4.6.1.1 On receipt of an airborne failure notification,the controller will:

a) advise the pilot of the failure;

b) advise the pilot of the requirement for position reportsvia voice or CPDLC; and

c) take necessary action to establish alternative separation,if required.

13.4.3.4.6.1.2 When an aircraft experiencing ADS failureafter departure is operating or expected to operate in an areawhere the carriage of functional ADS with specified capabili-ties is mandatory, the ATC units concerned should endeavourto provide for continuation of the flight to the aerodrome offirst intended landing in accordance with the flight plan.However, under some circumstances, continuation of the flightmay not be possible due to traffic or airspace configuration.The aircraft may then be required to return to the departureaerodrome or to land at the nearest suitable aerodromeacceptable to the operator concerned.

13.4.3.4.6.1.3 In the case of an ADS failure that isdetected before departure from an aerodrome where it is notpracticable to effect a repair, the aircraft concerned should bepermitted to proceed, as directly as possible, to the nearestsuitable aerodrome where repair can be made. When grantingclearance to such aircraft, the air traffic control unit shouldtake into consideration the existing or anticipated trafficsituation and may have to modify the time of departure, flightlevel or route of the intended flight. Subsequent adjustmentsmay become necessary during the course of the flight.

13.4.3.4.6.2 ADS ground system shutdown

13.4.3.4.6.2.1 When a planned shutdown of the ADSground system occurs:

a) a NOTAM shall be published to inform all affectedparties of the shutdown period;

b) position reports via voice or CPDLC shall be stipulated;and

c) alternative separation shall be established, if required.

13.4.3.4.6.2.2 In the event of an unplanned ADS groundsystem shutdown, the relevant ATS provider shall:

a) inform all affected aircraft and advise them of therequirement for position reports via voice or CPDLC;

b) take necessary action to establish alternative separation,if required;

c) inform the adjacent ATS unit(s) by direct coordination;and

d) inform all other relevant parties via the publication ofa NOTAM, if appropriate.

13.5 USE OF ADS IN THE APPLICATIONOF SEPARATION MINIMA

13.5.1 General

Note.— In an ADS-based air traffic control (ATC) system,the accuracy of the positional information displayed to thecontroller is dependent upon the aircraft’s on-board navigationor positioning system. Therefore, any aircraft system degra-dation that affects the aircraft’s navigational capabilities willalso affect the accuracy of the positional data displayed to thecontroller.

13.5.1.1 The procedures and minima in this section areapplicable when ADS is used in the provision of air trafficcontrol services.

13.5.1.1.1 The use of ADS position reports to ensureseparation shall only be applied when there is a reasonableassurance that the provision of ADS reports will not beinterrupted.

13.5.2 Determination of level occupancy

13.5.2.1 The tolerance value which shall be used todetermine that the ADS level information displayed to thecontroller is accurate shall be ± 60 m (± 200 ft) in RVSMairspace. In other airspace, it shall be ± 90 m (± 300 ft), exceptthat appropriate ATS authorities may specify a smallercriterion, but not less than ± 60 m (± 200 ft), if this is foundto be more practical.

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13.5.2.2 If the ADS level information is not within theapproved tolerance value, the information must be validated byvoice or CPDLC. Where it has been established that the ADSlevel information is incorrect, the appropriate ATS authorityshall determine the action to be taken regarding the displayand use of this information.

13.5.2.3 An aircraft cleared to leave a level is consideredto have commenced its manoeuvre and vacated the previouslyoccupied level when the ADS level information indicates achange of more than 90 m (300 ft) in the anticipated directionfrom its previously assigned level, or verification has beenmade by receipt of a CPDLC or voice report from the pilot.

13.5.2.4 An aircraft that is climbing or descending isconsidered to have crossed a level when the ADS level infor-mation indicates that it has passed this level in the requireddirection by more than 90 m (300 ft) or that verification hasbeen made by receipt of a CPDLC or voice report from thepilot.

13.5.2.5 An aircraft that is climbing or descending isconsidered to have reached the level to which it has beencleared when verification has been made by receipt of theassigned level by CPDLC or a voice report from the pilot. Theaircraft may then be considered to be maintaining this level foras long as the ADS level information remains within theappropriate tolerance values as specified in 13.5.2.1.

Note.— A level range deviation event contract may be usedto monitor the continued compliance of the aircraft with theappropriate level tolerance values.

13.5.2.5.1 When CPDLC is to be used to verify that theaircraft has reached the level to which it has been cleared, theuplink message No. 129, REPORT MAINTAINING (level), oruplink message No. 200, REPORT REACHING, should beused.

Note.— Uplink message No. 175, REPORT REACHING(level), does not provide the same assurance that the aircrafthas maintained the assigned level. On those occasions wherethe flight management system has been loaded by the pilot toreply automatically to this message, the reply may be sentwhen the aircraft reaches the assigned level, irrespective ofwhether the aircraft maintains the assigned level.

13.5.2.6 Where it is intended to provide vertical separationbelow a transition level using ADS level information, theappropriate authority shall ensure that such information iscorrected to the appropriate barometric altitude.

13.5.3 Application of horizontal separation usingADS position information

Note 1.— Factors that the ADS controller must take intoaccount in determining the spacing to be applied in particularcircumstances in order to ensure that the separation minimumis not infringed include aircraft relative headings and speeds,ADS technical limitations, controller workload and any diffi-culties caused by communications congestion.

Note 2.— Information on the determination and applicationof separation minima is contained in the Manual on AirspacePlanning Methodology for the Determination of SeparationMinima (Doc 9689).

13.5.3.1 ADS-based longitudinal distance separationminima are detailed at 5.4.2.6.4 of Chapter 5.

13.5.3.2 ATS authorities shall ensure that contingencyprocedures are available to be followed in the event ofdegradation of ADS information due to a loss of the requirednavigation performance accuracy.

13.5.3.3 Distance-based separation minima for use withADS may be applied between ADS-derived aircraft positions,or between ADS-derived positions and radar-derived positions.The positions of the aircraft shall be extrapolated or inter-polated, as necessary, to ensure that they represent the positionsof the aircraft at a common time.

13.5.3.3.1 Displayed ADS position symbols shouldenable the controller to distinguish between reported, extrapo-lated or interpolated positions. When there is any doubtregarding the integrity of the information displayed as anextrapolated or interpolated position symbol, it shall be updatedby a demand contract request.

13.5.3.3.2 ADS-based separation shall not be appliedbetween aircraft holding over the same holding fix. Appli-cation of horizontal separation between holding aircraft andother flights shall be subject to requirements and proceduresprescribed by the appropriate ATS authority.

13.5.3.4 Information derived from an ADS displaysystem shall not be used to vector an aircraft.

Note.— Vectoring using ADS may be possible in the futurein cases where the surveillance and communications perform-ance are comparable to the performance of radar systems anddirect voice communications using VHF.

24/11/05No. 4

CHAPTER 14. CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC)

14.1 GENERAL

14.1.1 The CPDLC application provides a means ofcommunication between the controller and pilot, using datalink for ATC communication.

14.1.2 This application includes a set of clearance/information/request message elements which correspond to thephraseologies used in the radiotelephony environment.

Note.— See Appendix 5 for the CPDLC message set whichlists the message elements and their respective messageintents/use.

14.1.2.1 The controller shall be provided with thecapability to respond to messages, including emergencies, toissue clearances, instructions and advisories, and to requestand provide information, as appropriate.

14.1.2.2 The pilot shall be provided with the capability torespond to messages, to request clearances and information, toreport information, and to declare or cancel an emergency.

14.1.2.3 The pilot and the controller shall be providedwith the capability to exchange messages which do notconform to defined formats (i.e. free text messages).

14.1.3 Ground and airborne systems shall allow formessages to be appropriately displayed, printed when requiredand stored in a manner that permits timely and convenientretrieval should such action be necessary.

14.1.4 Whenever textual presentation is required, theEnglish language shall be displayed as a minimum.

14.1.5 Where applicable, the communication proceduresfor the provision of CPDLC shall be in accordance with Annex10, Volume III, Part I, Chapter 3. Message element intent andtext and associated procedures are, in general, consistent withChapter 12 — Phraseologies. It is, however, recognized thatthe CPDLC message set and the associated procedures differsomewhat from the voice equivalent used because of thedifferences between the two media; one being direct-speechand the other an exchange of data, the latter of which can bedisplayed and/or printed.

14.2 ESTABLISHMENT OF CPDLC

14.2.1 CPDLC shall be established in sufficient time toensure that the aircraft is communicating with the appropriateATC unit. Information concerning when and, whereapplicable, where, the air or ground systems should establishCPDLC, shall be published in Aeronautical InformationPublications.

14.2.2 Airborne-initiated CPDLC

14.2.2.1 When an ATC unit receives an unexpectedrequest for CPDLC from an aircraft, the circumstances leadingto the request shall be obtained from the aircraft to determinefurther action.

14.2.2.2 When the ATC unit rejects a request forCPDLC, it shall provide the pilot with the reason for therejection using an appropriate CPDLC message.

14.2.3 ATC unit-initiated CPDLC

14.2.3.1 An ATC unit shall only establish CPDLC withan aircraft if the aircraft has no CPDLC link established, orwhen authorized by the ATC unit currently having CPDLCestablished with the aircraft.

14.2.3.2 When a request for CPDLC is rejected by anaircraft, the reason for the rejection shall be provided usingCPDLC downlink message element NOT CURRENT DATAAUTHORITY or message element NOT AUTHORIZEDNEXT DATA AUTHORITY, as appropriate. Local proceduresshall dictate whether the reason for rejection is presented to thecontroller. No other reasons for airborne rejection of ATC unit-initiation of CPDLC shall be permitted.

14.3 EXCHANGE OF OPERATIONALCPDLC MESSAGES

14.3.1 The controller or pilot shall construct CPDLCmessages using the defined message set, a free text message ora combination of both.

PANS-ATM 14-1 1/11/01


Note.— See Appendix 5 for the CPDLC message setincluding message intent/use and the respective messageelements.

14.3.1.1 The use of long messages or messages withmultiple clearance elements or messages with a combinationof clearances and information should be avoided wherepossible.

Note.— Guidance material on the development of localoperating procedures and CPDLC good operating techniquecan be found in the Human Factors Guidelines for Air TrafficManagement (ATM) Systems (Doc 9758).

14.3.1.2 When CPDLC is being used, and the intent ofthe message is included in the CPDLC message set containedin Appendix 5, the associated message shall be used.

14.3.1.3 Except as provided by 14.3.5.1, when acontroller or pilot communicates via CPDLC, the responseshould be via CPDLC. When a controller or pilot com-municates via voice, the response should be via voice.

14.3.1.4 If a CPDLC message that requires an oper-ational response is subsequently negotiated via voice, anappropriate CPDLC message closure response shall be sent, toensure proper synchronization of the CPDLC dialogue.

14.3.2 Message attributes dictate certain message hand-ling requirements for the CPDLC user receiving a message.Each CPDLC message has three attributes: Urgency, Alert andResponse.

14.3.2.1 URGENCY

The urgency attribute delineates the queuing requirements forreceived messages that are displayed to the end-user. Urgencytypes are presented in Table 14-1.

14.3.2.2 ALERT

The alert attribute delineates the type of alerting required uponmessage receipt. Alert types are presented in Table 14-2.

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Table 14-1. Urgency attribute(uplink and downlink)

Table 14-2. Alert attribute(uplink and downlink)

Type Description Precedence

D Distress 1

U Urgent 2

N Normal 3

L Low 4

Type Description Precedence

H High 1

M Medium 2

L Low 3

N No alerting required 4

Chapter 14. Controller-Pilot Data Link Communications (CPDLC) 14-3

14.3.2.3 RESPONSE

14.3.2.3.1 The response attribute delineates validresponses for a given message element. Response types arepresented in Table 14-3 for uplink messages and Table 14-4 fordownlink messages.

14.3.2.3.2 When a multi-element message requires aresponse, and the response is in the form of a single messageelement, the response shall apply to all message elements.

Note.— For example, given a multi-element messagecontaining CLIMB TO FL310 MAINTAIN MACH .84, aWILCO response applies to, and indicates compliance with,both elements of the message.

14.3.2.3.3 When a single message element clearance orany part of a multi-element clearance message cannot becomplied with, the pilot shall send an UNABLE response forthe whole message.

14.3.2.3.4 The controller shall respond with an UNABLEmessage that applies to all elements of the request when noelement(s) of a single or multi-element clearance request canbe approved. The current clearance(s) shall not be restated.

14.3.2.3.5 When all elements of a single or multi-element clearance request can be accommodated, thecontroller shall respond with clearances corresponding to eachelement of the request. This response should be a single uplinkmessage.

14.3.2.3.6 When a controller can only partiallyaccommodate multi-element clearance requests, the requestsshall be responded to with clearances corresponding to theparts that can be accommodated, and for the parts that cannotbe accommodated the current clearance shall be restated or analternative clearance shall be given.

Note.— For example, a multi-element downlink messagecontaining the indicated message elements:

MAINTAINING FL310REQUEST CLEARANCE YQM YYG YYT YQXTRACK X EINN FPL EDDFREQUEST CLIMB FL350WE CAN ACCEPT FL390 AT 1139ZREQUEST MACH .84

could be responded to with

CLEARED YQM YYG YYT YQX TRACK X EINN FPLEDDFCLIMB TO FL350

REPORT REACHINGCROSS 52N 30W AT OR AFTER 1150ZNO SPEED RESTRICTION

14.3.2.3.7 When a CPDLC message contains more thanone message element and the response attribute for themessage is Y, when utilized, the single response message shallcontain the corresponding number of replies and in the sameorder.

Note.— For example, a multi-element uplink messagecontaining

CONFIRM SQUAWKWHEN CAN YOU ACCEPT FL410

could be responded to with

SQUAWKING 5525WE CAN ACCEPT FL410 AT 1636Z.

14.3.3 Transfer of CPDLC

Note.— Details on CPDLC transfer can be found in theManual of Air Traffic Services Data Link Applications (Doc9694).

14.3.3.1 When CPDLC is transferred, the transfer of voicecommunications and CPDLC shall commence concurrently.

14.3.3.2 When an aircraft is transferred from an ATCunit where CPDLC is available to an ATC unit where CPDLCis not available, CPDLC termination shall commenceconcurrent with the transfer of voice communications.

14.3.3.3 When a transfer of CPDLC results in a changeof data authority, and there are still messages for which theclosure response has not been received (i.e. messagesoutstanding), the controller transferring the CPDLC shall beinformed.

14.3.3.3.1 If the controller needs to transfer the aircraftwithout replying to any downlink message(s) outstanding, thesystem shall have the capability to automatically send theappropriate closure response message(s). In such cases, thecontents of any automatically sent closure response message(s)shall be promulgated in local instructions.

14.3.3.3.2 When the controller decides to transfer theaircraft without receiving pilot responses to any uplinkmessage(s) outstanding, the controller should revert to voicecommunications to clarify any ambiguity associated with themessage(s) outstanding.

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Table 14-3. Response attribute (uplink)

Table 14-4. Response attribute (downlink)

Type Response required Valid responses Precedence

W/U Yes WILCO, UNABLE, STANDBY,NOT CURRENT DATA AUTHORITY,NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required),ERROR

1

A/N Yes AFFIRM, NEGATIVE, STANDBY,NOT CURRENT DATA AUTHORITY,NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required),ERROR

2

R Yes ROGER, UNABLE, STANDBY,NOT CURRENT DATA AUTHORITY,NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required),ERROR

3

Y Yes Any CPDLC downlink message,LOGICAL ACKNOWLEDGEMENT (only if required)

4

N No, unless logicalacknowledgement

required

LOGICAL ACKNOWLEDGMENT (only if required),NOT CURRENT DATA AUTHORITY,NOT AUTHORIZED NEXT DATA AUTHORITY,ERROR

5

Type Response required Valid responses Precedence

Y Yes Any CPDLC uplink message,LOGICAL ACKNOWLEDGEMENT (only if required)

1

N No, unless logicalacknowledgement

required

LOGICAL ACKNOWLEDGMENT (only if required),SERVICE UNAVAILABLE,FLIGHT PLAN NOT HELD,ERROR

2

Chapter 14. Controller-Pilot Data Link Communications (CPDLC) 14-5

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14.3.4 Free text messages

The use of free text messages by controllers or pilots, otherthan pre-formatted free text messages, should be avoided.

Note 1.— Whilst it is recognized that non-routine andemergency situations may necessitate use of free text,particularly when voice communications have failed, theavoidance of utilizing free text messages is intended to reducethe possibility of misinterpretation and ambiguity.

Note 2.— Provisions concerning the use of pre-formattedfree text messages are contained in Annex 10, Volume II,Chapter 8.

14.3.5 Emergencies, hazards and equipmentfailure procedures

14.3.5.1 When a CPDLC emergency message isreceived, the controller shall acknowledge receipt of themessage by the most efficient means available.

14.3.5.2 When responding via CPDLC to a reportindicating unlawful interference, uplink message ROGER7500 shall be used.

14.3.5.3 When responding via CPDLC to all otheremergency or urgency messages, uplink message ROGERshall be used.

14.3.5.4 When a CPDLC message requires a logicalacknowledgment and/or an operational response, and such aresponse is not received, the pilot or controller, as appropriateshall be alerted.

14.3.6 Failure of CPDLC

14.3.6.1 The controller and pilot shall be alerted to thefailure of CPDLC as soon as the failure has been detected.

14.3.6.2 When a controller or pilot is alerted that CPDLChas failed, and the controller or pilot needs to communicateprior to CPDLC being restored, the controller or pilot shouldrevert to voice, if possible, and preface the information withthe phrase:

CPDLC FAILURE.

14.3.6.3 Controllers having a requirement to transmitinformation concerning a complete CPDLC ground systemfailure to all stations likely to intercept, should preface suchtransmission by the general call ALL STATIONS CPDLCFAILURE, followed by the identification of the calling station.

Note.— No reply is expected to such general calls unlessindividual stations are subsequently called to acknowledgereceipt.

14.3.6.4 When CPDLC fails and communications revertto voice, all CPDLC messages outstanding should beconsidered not delivered and the entire dialogue involving themessages outstanding should be recommenced by voice.

14.3.6.5 When CPDLC fails but is restored prior to aneed to revert to voice communications, all messages out-standing should be considered not delivered and the entiredialogue involving the messages outstanding should berecommenced via CPDLC.

14.3.7 Intentional shutdown of CPDLC

14.3.7.1 When a system shutdown of the communi-cations network or the CPDLC ground system is planned, aNOTAM shall be published to inform all affected parties of theshutdown period and, if necessary, the details of the voicecommunication frequencies to be used.

14.3.7.2 Aircraft currently in communication with theATC unit shall be informed by voice or CPDLC of anyimminent loss of CPDLC service.

14.3.7.3 The controller and pilot shall be provided withthe capability to abort CPDLC.

14.3.8 Testing of CPDLC

Where the testing of CPDLC with an aircraft could affect theair traffic services being provided to the aircraft, coordinationshall be effected prior to such testing.

25/11/04No. 3

CHAPTER 15. PROCEDURES RELATED TO EMERGENCIES, COMMUNICATION FAILURE AND CONTINGENCIES

15.1 EMERGENCY PROCEDURES

15.1.1 General

15.1.1.1 The various circumstances surrounding eachemergency situation preclude the establishment of exactdetailed procedures to be followed. The procedures outlinedherein are intended as a general guide to air traffic servicespersonnel. Air traffic control units shall maintain full andcomplete coordination, and personnel shall use their bestjudgement in handling emergency situations.

Note 1.— Additional radar procedures to be applied inrelation to emergencies and contingencies are contained inChapter 8, 8.8.1

Note 2.— If the pilot of an aircraft encountering a state ofemergency has previously been directed by ATC to operate thetransponder on a specific code, that code will normally bemaintained unless, in special circumstances, the pilot hasdecided or has been advised otherwise. Where ATC has notrequested a code to be set, the pilot will set the transponder toMode A Code 7700.

15.1.1.2 When an emergency is declared by an aircraft,the ATS unit should take appropriate and relevant action asfollows:

a) unless clearly stated by the flight crew or otherwiseknown, take all necessary steps to ascertain aircraftidentification and type, the type of emergency, theintentions of the flight crew as well as the position andlevel of the aircraft;

b) decide upon the most appropriate type of assistancewhich can be rendered;

c) enlist the aid of any other ATS unit or other serviceswhich may be able to provide assistance to the aircraft;

d) provide the flight crew with any information requestedas well as any additional relevant information, such asdetails on suitable aerodromes, minimum safe alti-tudes, weather information;

e) obtain from the operator or the flight crew such of thefollowing information as may be relevant: number ofpersons on board, amount of fuel remaining, possiblepresence of hazardous materials and the nature thereof;and

f) notify the appropriate ATS units and authorities asspecified in local instructions.

15.1.1.3 Changes of radio frequency and SSR codeshould be avoided if possible and should normally be madeonly when or if an improved service can be provided to theaircraft concerned. Manoeuvring instructions to an aircraftexperiencing engine failure should be limited to a minimum.When appropriate, other aircraft operating in the vicinity of theaircraft in emergency should be advised of the circumstances.

Note.— Requests to the flight crew for the informationcontained in 15.1.1.2 e) will be made only if the informationis not available from the operator or from other sources andwill be limited to essential information.

15.1.2 Priority

An aircraft known or believed to be in a state of emergency,including being subjected to unlawful interference, shall begiven priority over other aircraft.

15.1.3 Unlawful interference and aircraftbomb threat

15.1.3.1 Air traffic services personnel shall be preparedto recognize any indication of the occurrence of unlawfulinterference with an aircraft.

15.1.3.2 Whenever unlawful interference with an aircraftis suspected, and where automatic distinct display of SSRMode A Code 7500 and Code 7700 is not provided, the radarcontroller shall attempt to verify any suspicion by setting theSSR decoder to Mode A Code 7500 and thereafter toCode 7700.

PANS-ATM 15-1 1/11/01


Note.— An aircraft equipped with an SSR transponder isexpected to operate the transponder on Mode A Code 7500 toindicate specifically that it is the subject of unlawfulinterference. The aircraft may operate the transponder onMode A Code 7700, to indicate that it is threatened by graveand imminent danger and requires immediate assistance.

15.1.3.3 Whenever unlawful interference with an aircraftis known or suspected or a bomb threat warning has beenreceived, ATS units shall promptly attend to requests by, or toanticipated needs of, the aircraft, including requests forrelevant information relating to air navigation facilities,procedures and services along the route of flight and at anyaerodrome of intended landing, and shall take such action as isnecessary to expedite the conduct of all phases of the flight.

15.1.3.3.1 ATS units shall also:

a) transmit, and continue to transmit, informationpertinent to the safe conduct of the flight, withoutexpecting a reply from the aircraft;

b) monitor and plot the progress of the flight with themeans available, and coordinate transfer of controlwith adjacent ATS units without requiring trans-missions or other responses from the aircraft, unlesscommunication with the aircraft remains normal;

c) inform, and continue to keep informed, appropriateATS units, including those in adjacent FIRs, whichmay be concerned with the progress of the flight;

Note.— In applying this provision, account must betaken of all the factors which may affect the progress ofthe flight, including fuel endurance and the possibility ofsudden changes in route and destination. The objectiveis to provide, as far in advance as is practicable in thecircumstances, each ATS unit with appropriate infor-mation as to the expected or possible penetration of theaircraft into its area of responsibility.

d) notify:

1) the operator or its designated representative;

2) the appropriate rescue coordination centre inaccordance with appropriate alerting procedures;

3) the designated security authority;

Note.— It is assumed that the designated securityauthority and/or the operator will in turn notify otherparties concerned in accordance with pre-establishedprocedures.

e) relay appropriate messages, relating to the circum-stances associated with the unlawful interference,between the aircraft and designated authorities.

15.1.3.4 The following additional procedures shall applyif a threat is received indicating that a bomb or other explosivedevice has been placed on board a known aircraft. The ATSunit receiving the threat information shall:

a) if in direct communication with the aircraft, advise theflight crew without delay of the threat and the circum-stances surrounding the threat; or

b) if not in direct communication with the aircraft, advisethe flight crew by the most expeditious means throughother ATS units or other channels.

15.1.3.5 The ATS unit in communication with the aircraftshall ascertain the intentions of the flight crew and report thoseintentions to other ATS units which may be concerned with theflight.

15.1.3.6 The aircraft shall be handled in the mostexpeditious manner whilst ensuring, to the extent possible, thesafety of other aircraft and that personnel and groundinstallations are not put at risk.

15.1.3.7 Aircraft in flight shall be given re-clearance to arequested new destination without delay. Any request by theflight crew to climb or descend for the purpose of equalizingor reducing the differential between the outside air pressureand the cabin air pressure shall be approved as soon aspossible.

15.1.3.8 An aircraft on the ground should be advised toremain as far away from other aircraft and installations aspossible and, if appropriate, to vacate the runway. The aircraftshould be instructed to taxi to a designated or isolated parkingarea in accordance with local instructions. Should the flightcrew disembark passengers and crew immediately, otheraircraft, vehicles and personnel should be kept at a safedistance from the threatened aircraft.

15.1.3.9 ATS units shall not provide any advice orsuggestions concerning action to be taken by the flight crew inrelation to an explosive device.

15.1.3.10 An aircraft known or believed to be the subjectof unlawful interference or which for other reasons needsisolation from normal aerodrome activities shall be cleared tothe designated isolated parking position. Where such anisolated parking position has not been designated, or if thedesignated position is not available, the aircraft shall be

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Chapter 15. Procedures related to Emergencies, Communication Failure and Contingencies 15-3

1/11/0124/11/05No. 4

cleared to a position within the area or areas selected by prioragreement with the aerodrome authority. The taxi clearanceshall specify the taxi route to be followed to the parkingposition. This route shall be selected with a view to mini-mizing any security risks to the public, other aircraft andinstallations at the aerodrome.

Note.— See Annex 14, Volume I, Chapter 3.

15.1.4 Emergency descent

15.1.4.1 Upon receipt of advice that an aircraft is makingan emergency descent through other traffic, all possible actionshall be taken immediately to safeguard all aircraft concerned.When deemed necessary, air traffic control units shall immedi-ately broadcast by means of the appropriate radio aids, or ifnot possible, request the appropriate communications stationsimmediately to broadcast an emergency message.

15.1.4.2 ACTION BY THE PILOT-IN-COMMAND

It is expected that aircraft receiving such a broadcast will clearthe specified areas and stand by on the appropriate radiofrequency for further clearances from the air traffic controlunit.

15.1.4.3 SUBSEQUENT ACTION BY THE AIR TRAFFIC

CONTROL UNIT

Immediately after such an emergency broadcast has been madethe ACC, the approach control unit, or the aerodrome controltower concerned shall forward further clearances to all aircraftinvolved as to additional procedures to be followed during andsubsequent to the emergency descent. The ATS unit concernedshall additionally inform any other ATS units and controlsectors which may be affected.

15.2 SPECIAL PROCEDURES FORIN-FLIGHT CONTINGENCIES IN

OCEANIC AIRSPACE

15.2.1 Introduction

15.2.1.1 Although all possible contingencies cannot becovered, the procedures in 15.2.2 and 15.2.3 provide for themore frequent cases such as:

a) inability to maintain assigned flight level due tometeorological conditions, aircraft performance orpressurization failure;

b) en route diversion across the prevailing traffic flow;and

c) loss of, or significant reduction in, the requirednavigation capability when operating in an airspacewhere the navigation performance accuracy is aprerequisite to the safe conduct of flight operations.

15.2.1.2 With regard to 15.2.1.1 a) and b), the proce-dures are applicable primarily when rapid descent and/or turn-back or diversion is required. The pilot’s judgement shalldetermine the sequence of actions to be taken, having regardto the prevailing circumstances. Air traffic control shall renderall possible assistance.

15.2.2 General procedures

15.2.2.1 If an aircraft is unable to continue the flight inaccordance with its ATC clearance, and/or an aircraft is unableto maintain the navigation performance accuracy specified forthe airspace, a revised clearance shall be obtained, wheneverpossible, prior to initiating any action.

15.2.2.2 The radiotelephony distress signal (MAYDAY)or urgency signal (PAN PAN) preferably spoken three timesshall be used as appropriate. Subsequent ATC action withrespect to that aircraft shall be based on the intentions of thepilot and the overall air traffic situation.

15.2.2.3 If prior clearance cannot be obtained, an ATCclearance shall be obtained at the earliest possible time and,until a revised clearance is received, the pilot shall:

a) leave the assigned route or track by initially turning90 degrees to the right or to the left. When possible,the direction of the turn should be determined by theposition of the aircraft relative to any organized routeor track system. Other factors which may affect thedirection of the turn are:

1) the direction to an alternate airport, terrainclearance;

2) any lateral offset being flown; and

3) the flight levels allocated on adjacent routes ortracks;


1/11/0124/11/05No. 4

b) following the turn, the pilot should:

1) if unable to maintain the assigned flight level,initially minimize the rate of descent to the extentthat is operationally feasible;

2) take account of other aircraft being laterally offsetfrom its track;

3) acquire and maintain in either direction a tracklaterally separated by 28 km (15 NM) from theassigned route; and

4) once established on the offset track, climb ordescend to select a flight level which differs fromthose normally used by 150 m (500 ft);

c) establish communications with and alert nearbyaircraft by broadcasting, at suitable intervals: aircraftidentification, flight level, position (including the ATSroute designator or the track code, as appropriate) andintentions on the frequency in use and on 121.5 MHz(or, as a back-up, on the inter-pilot air-to-air frequency123.45 MHz);

d) maintain a watch for conflicting traffic both visuallyand by reference to ACAS (if equipped);

e) turn on all aircraft exterior lights (commensurate withappropriate operating limitations);

f) keep the SSR transponder on at all times; and

g) take action as necessary to ensure the safety of theaircraft.

15.2.2.3.1 When leaving the assigned track to acquireand maintain the track laterally separated by 28 km (15 NM),the flight crew, should, where practicable, avoid bank anglesthat would result in overshooting the track to be acquired, par-ticularly in airspace where a 55.5 km (30 NM) lateral separa-tion minimum is applied.

15.2.2.4 EXTENDED RANGE OPERATIONS BY AEROPLANES

15.2.2.4WITH TWO-TURBINE POWER-UNITS (ETOPS)

If the contingency procedures are employed by a twin-engineaircraft as a result of an engine shutdown or failure of anETOPS critical system, the pilot should advise ATC as soon aspracticable of the situation, reminding ATC of the type of air-craft involved, and request expeditious handling.

15.2.3 Weather deviation procedures

15.2.3.1 GENERAL

Note.— The following procedures are intended for devia-tions around adverse meteorological conditions.

15.2.3.1.1 When the pilot initiates communications withATC, a rapid response may be obtained by stating“WEATHER DEVIATION REQUIRED” to indicate that pri-ority is desired on the frequency and for ATC response. Whennecessary, the pilot should initiate the communications usingthe urgency call “PAN PAN” (preferably spoken three times).

15.2.3.1.2 The pilot shall inform ATC when weatherdeviation is no longer required, or when a weather deviationhas been completed and the aircraft has returned to its clearedroute.

15.2.3.2 ACTIONS TO BE TAKEN WHEN CONTROLLER-PILOT 15.2.3.2COMMUNICATIONS ARE ESTABLISHED

15.2.3.2.1 The pilot should notify ATC and requestclearance to deviate from track, advising, when possible, theextent of the deviation expected.

15.2.3.2.2 ATC should take one of the following actions:

a) when appropriate separation can be applied, issueclearance to deviate from track; or

b) if there is conflicting traffic and ATC is unable toestablish appropriate separation, ATC shall:

1) advise the pilot of inability to issue clearance forthe requested deviation;

2) advise the pilot of conflicting traffic; and

3) request the pilot’s intentions.

15.2.3.2.3 The pilot should take the following actions:

a) comply with the ATC clearance issued; or

b) advise ATC of intentions and execute the proceduresdetailed in 15.2.3.3.

15.2.3.3 ACTIONS TO BE TAKEN IF A REVISED 15.2.3.3ATC CLEARANCE CANNOT BE OBTAINED

Note.— The provisions of this section apply to situationswhere a pilot needs to exercise the authority of a pilot-in-command under the provisions of Annex 2, 2.3.1.


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If the aircraft is required to deviate from track to avoid adversemeteorological conditions and prior clearance cannot beobtained, an ATC clearance shall be obtained at the earliestpossible time. Until an ATC clearance is received, the pilotshall take the following actions:

a) if possible, deviate away from an organized track orroute system;

b) establish communications with and alert nearby aircraftby broadcasting, at suitable intervals: aircraft identifi-cation, flight level, position (including ATS routedesignator or the track code) and intentions, on thefrequency in use and on 121.5 MHz (or, as a back-up,on the inter-pilot air-to-air frequency 123.45 MHz);

c) watch for conflicting traffic both visually and by ref-erence to ACAS (if equipped);

Note.— If, as a result of actions taken under theprovisions of 15.2.3.3.1 b) and c), the pilot determines thatthere is another aircraft at or near the same flight level withwhich a conflict may occur, then the pilot is expected to adjustthe path of the aircraft, as necessary, to avoid conflict.

d) turn on all aircraft exterior lights (commensurate withappropriate operating limitations);

e) for deviations of less than 19 km (10 NM) remain at alevel assigned by ATC;

f) for deviations greater than 19 km (10 NM), when theaircraft is approximately 19 km (10 NM) from track,initiate a level change in accordance with Table 1;

Table 1

g) when returning to track, be at its assigned flight levelwhen the aircraft is within approximately 19 km(10 NM) of the centre line; and

h) if contact was not established prior to deviating,continue to attempt to contact ATC to obtain a

clearance. If contact was established, continue to keepATC advised of intentions and obtain essential trafficinformation.

15.2.4 Procedures for strategic lateral offsetsin oceanic and remote continental airspace

Note 1.— Annex 2, 3.6.2.1.1 requires authorization for theapplication of strategic lateral offsets from the appropriateATS authority responsible for the airspace concerned.

Note 2.— The following incorporates lateral offsetprocedures for both the mitigation of the increasing lateraloverlap probability due to increased navigation accuracy, andwake turbulence encounters.

Note 3.— The use of highly accurate navigation systems(such as the global navigation satellite system (GNSS)) by anincreasing proportion of the aircraft population has had theeffect of reducing the magnitude of lateral deviations from theroute centre line and, consequently, increasing the probabilityof a collision, should a loss of vertical separation between air-craft on the same route occur.

15.2.4.1 The following shall be taken into account by theappropriate ATS authority when authorizing the use ofstrategic lateral offsets in a particular airspace:

a) strategic lateral offsets shall only be authorized in enroute oceanic or remote continental airspace. Wherepart of the airspace in question is within radarcoverage, transiting aircraft should normally beallowed to initiate or continue offset tracking;

b) strategic lateral offsets may be authorized for thefollowing types of routes (including where routes orroute systems intersect):

1) uni-directional and bi-directional routes; and

2) parallel route systems where the spacing betweenroute centre lines is not less than 55.5 km(30 NM);

c) in some instances it may be necessary to imposerestrictions on the use of strategic lateral offsets, e.g.where their application may be inappropriate forreasons related to obstacle clearance;

d) strategic lateral offset procedures should be imple-mented on a regional basis after coordination betweenall States involved;

Route centreline track

Deviations> 19 km(10 NM) Level change

EAST000° – 179° magnetic

LEFTRIGHT

DESCEND 90 m (300 ft)CLIMB 90 m (300 ft)

WEST180° – 359° magnetic

LEFTRIGHT

CLIMB 90 m (300 ft)DESCEND 90 m (300 ft)


1/11/0124/11/05No. 4

e) the routes or airspace where application of strategiclateral offsets is authorized, and the procedures to befollowed by pilots, shall be promulgated in aeronauti-cal information publications (AIPs); and

f) air traffic controllers shall be made aware of theairspace within which strategic lateral offsets areauthorized.

15.2.4.1.1 The decision to apply a strategic lateral offsetshall be the responsibility of the flight crew. The flight crewshall only apply strategic lateral offsets in airspace where suchoffsets have been authorized by the appropriate ATS authorityand when the aircraft is equipped with automatic offsettracking capability.

15.2.4.1.2 The strategic lateral offset shall be establishedat a distance of 1.85 km (1 NM) or 3.7 km (2 NM) to the rightof the centre line relative to the direction of flight.

Note 1.— Pilots may contact other aircraft on the inter-pilot air-to-air frequency 123.45 MHz to coordinate offsets.

Note 2.— The strategic lateral offset procedure has beendesigned to include offsets to mitigate the effects of waketurbulence of preceding aircraft. If wake turbulence needs tobe avoided, one of the three available options (centre line,1.85 km (1 NM) or 3.7 km (2 NM) right offset) may be used.

Note 3.— Pilots are not required to inform ATC that astrategic lateral offset is being applied.

15.3 AIR-GROUND COMMUNICATIONSFAILURE

Note 1.— Radar procedures to be applied in relation to anaircraft experiencing air-ground communication failure arecontained in Chapter 8, Section 8.8.3.

Note 2.— An aircraft equipped with an SSR transponder isexpected to operate the transponder on Mode A Code 7600 toindicate that it has experienced air-ground communicationfailure.

Note 3.— See also Chapter 6, 6.3.2.4 concerning depar-ture clearances containing no geographical or time limit foran initial level and procedures to be applied in relation to anaircraft experiencing air-ground communication failure undersuch circumstances.

Note 4. — See also Chapter 5, 5.4.2.6.3.2, for additionalrequirements applying to communication failure during the

application of the 50 NM longitudinal RNAV/RNP 10 separa-tion minimum.

15.3.1 Action by air traffic control units when unable tomaintain two-way communication with an aircraft operating ina control area or control zone shall be as outlined in the para-graphs which follow.

15.3.2 As soon as it is known that two-way communica-tion has failed, action shall be taken to ascertain whether theaircraft is able to receive transmissions from the air traffic con-trol unit by requesting it to execute a specified manoeuvrewhich can be observed by radar or to transmit, if possible, aspecified signal in order to indicate acknowledgement.

15.3.3 If the aircraft fails to indicate that it is able toreceive and acknowledge transmissions, separation shall bemaintained between the aircraft having the communicationfailure and other aircraft, based on the assumption that the air-craft will:

a) if in visual meteorological conditions:

1) continue to fly in visual meteorological conditions;

2) land at the nearest suitable aerodrome; and

3) report its arrival by the most expeditious means tothe appropriate air traffic control unit; or

b) if in instrument meteorological conditions or whenconditions are such that it does not appear likely thatthe pilot will complete the flight in accordance with a):

1) unless otherwise prescribed on the basis of aregional air navigation agreement, in airspacewhere radar is not used in the provision of airtraffic control, maintain the last assigned speedand level, or minimum flight altitude if higher, fora period of 20 minutes following the aircraft’sfailure to report its position over a compulsoryreporting point and thereafter adjust level andspeed in accordance with the filed flight plan; or,

2) in airspace where radar is used in the provision ofair traffic control, maintain the last assigned speedand level, or minimum flight altitude if higher, fora period of 7 minutes following:

i) the time the last assigned level or minimumflight altitude is reached; or

ii) the time the transponder is set to Code 7600;or


1/11/0124/11/05No. 4

iii) the aircraft’s failure to report its position overa compulsory reporting point;

whichever is later and thereafter adjust level andspeed in accordance with the filed flight plan;

3) when being radar vectored or having been directedby ATC to proceed offset using RNAV without aspecified limit, proceed in the most direct mannerpossible to rejoin the current flight plan route nolater than the next significant point, taking intoconsideration the applicable minimum flightaltitude;

4) proceed according to the current flight plan routeto the appropriate designated navigation aid or fixserving the destination aerodrome and, whenrequired to ensure compliance with 5) below, holdover this aid or fix until commencement ofdescent;

5) commence descent from the navigation aid or fixspecified in 4) at, or as close as possible to, theexpected approach time last received and acknowl-edged; or, if no expected approach time has beenreceived and acknowledged, at, or as close aspossible to, the estimated time of arrival resultingfrom the current flight plan;

6) complete a normal instrument approach procedureas specified for the designated navigation aid orfix; and

7) land, if possible, within 30 minutes after theestimated time of arrival specified in 5) or the lastacknowledged expected approach time, whicheveris later.

Note 1.— Provisions related to minimum levels are con-tained in Annex 2, 5.1.2.

Note 2.— As evidenced by the meteorological conditionsprescribed therein, 15.3.3 a) relates to all controlled flights,whereas 15.3.3 b) relates only to IFR flights.

15.3.4 Action taken to ensure suitable separation shallcease to be based on the assumption stated in 15.3.3 when:

a) it is determined that the aircraft is following a proce-dure differing from that in 15.3.3; or

b) through the use of electronic or other aids, air trafficcontrol units determine that action differing from thatrequired by 15.3.3 may be taken without impairingsafety; or

c) positive information is received that the aircraft haslanded.

15.3.5 As soon as it is known that two-way communica-tion has failed, appropriate information describing the actiontaken by the air traffic control unit, or instructions justified byany emergency situation, shall be transmitted blind for theattention of the aircraft concerned, on the frequencies availableon which the aircraft is believed to be listening, including thevoice frequencies of available radio navigation or approachaids. Information shall also be given concerning:

a) meteorological conditions favourable to a cloud-breaking procedure in areas where congested trafficmay be avoided; and

b) meteorological conditions at suitable aerodromes.

15.3.6 Pertinent information shall be given to otheraircraft in the vicinity of the presumed position of the aircraftexperiencing the failure.

15.3.7 As soon as it is known that an aircraft which isoperating in its area of responsibility is experiencing anapparent radiocommunication failure, an air traffic servicesunit shall forward information concerning the radiocommuni-cation failure to all air traffic services units concerned alongthe route of flight. The ACC in whose area the destinationaerodrome is located shall take steps to obtain information onthe alternate aerodrome(s) and other relevant informationspecified in the filed flight plan, if such information is notavailable.

15.3.8 If circumstances indicate that a controlled flightexperiencing a communication failure might proceed to (oneof) the alternate aerodrome(s) specified in the filed flight plan,the air traffic control unit(s) serving the alternate aerodrome(s)and any other air traffic control units that might be affected bya possible diversion shall be informed of the circumstances ofthe failure and requested to attempt to establish communi-cation with the aircraft at a time when the aircraft couldpossibly be within communication range. This shall applyparticularly when, by agreement with the operator or adesignated representative, a clearance has been transmittedblind to the aircraft concerned to proceed to an alternateaerodrome, or when meteorological conditions at theaerodrome of intended landing are such that a diversion to analternate is considered likely.

15.3.9 When an air traffic control unit receivesinformation that an aircraft, after experiencing a communi-cation failure has re-established communication or has landed,that unit shall inform the air traffic services unit in whose areathe aircraft was operating at the time the failure occurred, and


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other air traffic services units concerned along the route offlight, giving necessary information for the continuation ofcontrol if the aircraft is continuing in flight.

15.3.10 If the aircraft has not reported within thirtyminutes after:

a) the estimated time of arrival furnished by the pilot;

b) the estimated time of arrival calculated by the ACC; or

c) the last acknowledged expected approach time,

whichever is latest, pertinent information concerning theaircraft shall be forwarded to aircraft operators, or theirdesignated representatives, and pilots-in-command of anyaircraft concerned and normal control resumed if they sodesire. It is the responsibility of the aircraft operators, or theirdesignated representatives, and pilots-in-command of aircraftto determine whether they will resume normal operations ortake other action.

15.4 ASSISTANCE TO VFR FLIGHTS

15.4.1 Strayed VFR flights and VFR flightsencountering adverse meteorological conditions

Note.— A strayed aircraft is an aircraft which hasdeviated significantly from its intended track or which reportsthat it is lost.

15.4.1.1 A VFR flight reporting that it is uncertain of itsposition or lost, or encountering adverse meteorologicalconditions, should be considered to be in a state of emergencyand handled as such. The controller shall, under suchcircumstances, communicate in a clear, concise and calmmanner and care shall be taken, at this stage, not to questionany fault or negligence that the pilot may have committed inthe preparation or conduct of the flight. Depending on thecircumstances, the pilot should be requested to provide any ofthe following information considered pertinent so as to betterprovide assistance:

a) aircraft flight conditions;

b) position (if known) and level;

c) airspeed and heading since last known position, ifpertinent;

d) pilot experience;

e) navigation equipment carried and if any navigation aidsignals are being received;

f) SSR Mode and code selected if relevant;

g) departure and destination aerodromes;

h) number of persons on board;

i) endurance.

15.4.1.2 If communications with the aircraft are weak ordistorted, it should be suggested that the aircraft climb to ahigher level, provided meteorological conditions and othercircumstances permit.

15.4.1.3 Navigation assistance to help the pilot determinethe aircraft position may be provided by use of radar,direction-finder, navigation aids or sighting by anotheraircraft. Care must be taken when providing navigationassistance to ensure that the aircraft does not enter cloud.

Note.— The possibility of a VFR flight becoming strayedas a result of encountering adverse meteorological conditionsmust be recognized.

15.4.1.4 The pilot should be provided with reports andinformation on suitable aerodromes in the vicinity wherevisual meteorological conditions exist.

15.4.1.5 If reporting difficulty in maintaining or unableto maintain VMC, the pilot should be informed of theminimum flight altitude of the area where the aircraft is, or isbelieved to be. If the aircraft is below that level, and theposition of the aircraft has been established with a sufficientdegree of probability, a track or heading, or a climb, may besuggested to bring the aircraft to a safe level.

15.4.1.6 Radar assistance to a VFR flight should only beprovided upon the request or concurrence of the pilot. Thetype of radar service to be provided should be agreed with thepilot.

15.4.1.7 When providing radar assistance in adversemeteorological conditions, the primary objective should be tobring the aircraft into VMC as soon as possible. Caution mustbe exercised to prevent the aircraft from entering cloud.

15.4.1.8 Should circumstances be such that IMC cannotbe avoided by the pilot, the following guidelines may befollowed:

a) other traffic on the ATC frequency not able to provideany assistance may be instructed to change to another


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frequency to ensure uninterrupted communications withthe aircraft; alternatively the aircraft being assisted maybe instructed to change to another frequency;

b) ensure, if possible, that any turns by the aircraft arecarried out clear of cloud;

c) instructions involving abrupt manoeuvres should beavoided; and

d) instructions or suggestions to reduce speed of theaircraft or to lower the landing gear, should, ifpossible, be carried out clear of cloud.

15.5 OTHER IN-FLIGHT CONTINGENCIES

Note.— The texts of 15.5.1 and 15.5.2 are reproduced fromAnnex 11, Chapter 2 and have the status of Standards.

15.5.1 Strayed or unidentified aircraft

Note 1.— The terms “strayed aircraft” and “unidentifiedaircraft” in this paragraph have the following meanings:

Strayed aircraft. An aircraft which has deviated signifi-cantly from its intended track or which reports that it islost.

Unidentified aircraft. An aircraft which has been observedor reported to be operating in a given area but whoseidentity has not been established.

Note 2.— An aircraft may be considered, at the same time,as a “strayed aircraft” by one unit and as an “unidentifiedaircraft” by another unit.

15.5.1.1 As soon as an air traffic services unit becomesaware of a strayed aircraft, it shall take all necessary steps asoutlined in 15.5.1.1.1 and 15.5.1.1.2 to assist the aircraft andto safeguard its flight.

Note.— Navigational assistance by an air traffic servicesunit is particularly important if the unit becomes aware of anaircraft straying, or about to stray, into an area where thereis a risk of interception or other hazard to its safety.

15.5.1.1.1 If the aircraft’s position is not known, the airtraffic services unit shall:

a) attempt to establish two-way communication with theaircraft, unless such communication already exists;

b) use all available means to determine its position;

c) inform other ATS units into whose area the aircraftmay have strayed or may stray, taking into account allthe factors which may have affected the navigation ofthe aircraft in the circumstances;

d) inform, in accordance with locally agreed procedures,appropriate military units and provide them withpertinent flight plan and other data concerning thestrayed aircraft;

e) request from the units referred to in c) and d) and fromother aircraft in flight every assistance in establishingcommunication with the aircraft and determining itsposition.

Note.— The requirements in d) and e) apply also to ATSunits informed in accordance with c).

15.5.1.1.2 When the aircraft’s position is established, theair traffic services unit shall:

a) advise the aircraft of its position and corrective actionto be taken; and

b) provide, as necessary, other ATS units and appropriatemilitary units with relevant information concerning thestrayed aircraft and any advice given to that aircraft.

15.5.1.2 As soon as an air traffic services unit becomesaware of an unidentified aircraft in its area, it shall endeavourto establish the identity of the aircraft whenever this isnecessary for the provision of air traffic services or required bythe appropriate military authorities in accordance with locallyagreed procedures. To this end, the air traffic services unitshall take such of the following steps as are appropriate in thecircumstances:

a) attempt to establish two-way communication with theaircraft;

b) inquire of other air traffic services units within the FIRabout the flight and request their assistance inestablishing two-way communication with the aircraft;

c) inquire of air traffic services units serving the adjacentFIRs about the flight and request their assistance inestablishing two-way communication with the aircraft;

d) attempt to obtain information from other aircraft in thearea.


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15.5.1.2.1 The air traffic services unit shall, as necessary,inform the appropriate military unit as soon as the identity ofthe aircraft has been established.

Note.— Requirements for coordination between militaryauthorities and air traffic services are specified in Annex 11,2.16.

15.5.2 Interception of civil aircraft

15.5.2.1 As soon as an air traffic services unit learns thatan aircraft is being intercepted in its area of responsibility, itshall take such of the following steps as are appropriate in thecircumstances:

a) attempt to establish two-way communication with theintercepted aircraft on any available frequency,including the emergency frequency 121.5 MHz, unlesssuch communication already exists;

b) inform the pilot of the intercepted aircraft of theinterception;

c) establish contact with the intercept control unitmaintaining two-way communication with theintercepting aircraft and provide it with availableinformation concerning the aircraft;

d) relay messages between the intercepting aircraft or theintercept control unit and the intercepted aircraft, asnecessary;

e) in close coordination with the intercept control unittake all necessary steps to ensure the safety of theintercepted aircraft; and

f) inform ATS units serving adjacent FIRs if it appearsthat the aircraft has strayed from such adjacent FIRs.

15.5.2.2 As soon as an air traffic services unit learns thatan aircraft is being intercepted outside its area of responsi-bility, it shall take such of the following steps as areappropriate in the circumstances:

a) inform the ATS unit serving the airspace in which theinterception is taking place, providing this unit withavailable information that will assist in identifying theaircraft and requesting it to take action in accordancewith 15.5.2.1;

b) relay messages between the intercepted aircraft and theappropriate ATS unit, the intercept control unit or theintercepting aircraft.

15.5.3 Fuel dumping

15.5.3.1 GENERAL

15.5.3.1.1 An aircraft in an emergency or other urgentsituations may need to dump fuel so as to reduce to maximumlanding mass in order to effect a safe landing.

15.5.3.1.2 When an aircraft operating within controlledairspace needs to dump fuel, the flight crew shall advise ATC.The ATC unit should then coordinate with the flight crew thefollowing:

a) the route to be flown, which, if possible, should beclear of cities and towns, preferably over water andaway from areas where thunderstorms have beenreported or are expected;

b) the level to be used, which should be not less than1 800 m (6 000 ft); and

c) the duration of the fuel dumping.

15.5.3.2 SEPARATION

Other known traffic should be separated from the aircraftdumping fuel by:

a) at least 19 km (10 NM) horizontally, but not behindthe aircraft dumping fuel;

b) vertical separation if behind the aircraft dumping fuelwithin 15 minutes flying time or a distance of 93 km(50 NM) by;

1) at least 300 m (1 000 ft) if above the aircraftdumping fuel; and

2) at least 900 m (3 000 ft) if below the aircraftdumping fuel.

Note.— The horizontal boundaries of the areawithin which other traffic requires appropriate verticalseparation extend for 19 km (10 NM) either side of thetrack flown by the aircraft which is dumping fuel, from19 km (10 NM) ahead, to 93 km (50 NM) or 15 minutesalong track behind it (including turns).

15.5.3.3 COMMUNICATIONS

If the aircraft will maintain radio silence during the fueldumping operation, the frequency to be monitored by the flight


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crew and the time when radio silence will terminate should beagreed.

15.5.3.4 INFORMATION TO OTHER ATS UNITS

AND NON-CONTROLLED TRAFFIC

15.5.3.4.1 A warning message shall be broadcast onappropriate frequencies for non-controlled traffic to remainclear of the area concerned. Adjacent ATC units and controlsectors should be informed of the fuel dumping taking placeand requested to broadcast on applicable frequencies anappropriate warning message for other traffic to remain clearof the area concerned.

15.5.3.4.2 Upon completion of the fuel dumping,adjacent ATC units and control sectors should be advised thatnormal operations can be resumed.

15.5.4 Descents by supersonic aircraftdue to solar cosmic radiation

Air traffic control units should be prepared for the possibilitythat supersonic aircraft operating at levels above 15 000 m(49 000 ft) may, on rare occasions, experience a rise in solarcosmic radiation which requires them to descend to lowerlevels, possibly down to or below the levels being used bysubsonic aircraft. When such a situation is known orsuspected, air traffic control units should take all possibleaction to safeguard all aircraft concerned, including anysubsonic aircraft affected by the descent.

Note.— All supersonic aircraft in a particular portion ofairspace will be affected at the same time, and the event maybe accompanied by a deterioration or loss of air-groundcommunications. It is expected that the aircraft will alert airtraffic control units before the radiation reaches a criticallevel and will request a descent clearance when the criticallevel is reached. However, situations may occur in which theaircraft will need to descend without waiting for a clearance.In such cases, the aircraft are expected to advise air trafficcontrol units, as soon as possible, of the emergency actiontaken.

15.6 ATC CONTINGENCIES

The various circumstances surrounding each contingencysituation preclude the establishment of exact detailed pro-cedures to be followed. The procedures outlined below areintended as a general guide to air traffic services personnel.

15.6.1 Radio communications contingencies

15.6.1.1 GENERAL

ATC contingencies related to communications, i.e. circum-stances preventing a controller from communicating withaircraft under control, may be caused by either a failure ofground radio equipment, a failure of airborne equipment, or bythe control frequency being inadvertently blocked by an air-craft transmitter. The duration of such events may be forprolonged periods and appropriate action to ensure that thesafety of aircraft is not affected should therefore be takenimmediately.

15.6.1.2 GROUND RADIO FAILURE

15.6.1.2.1 In the event of complete failure of the groundradio equipment used for ATC, the controller shall:

a) where aircraft are required to keep a listening watch onthe emergency frequency 121.5 MHz, attempt toestablish radiocommunications on that frequency;

b) without delay inform all adjacent control positions orATC units, as applicable, of the failure;

c) appraise such positions or units of the current trafficsituation;

d) if practicable, request their assistance, in respect ofaircraft which may establish communications withthose positions or units, in establishing radar or non-radar separation between and maintaining control ofsuch aircraft; and

e) instruct adjacent control positions or ATC units to holdor reroute all controlled flights outside the area ofresponsibility of the position or ATC unit that hasexperienced the failure until such time that theprovision of normal services can be resumed.

15.6.1.2.2 In order to reduce the impact of completeground radio equipment failure on the safety of air traffic, theappropriate ATS authority should establish contingency pro-cedures to be followed by control positions and ATC units inthe event of such failures. Where feasible and practicable, suchcontingency procedures should provide for the delegation ofcontrol to an adjacent control position or ATC unit in order topermit a minimum level of services to be provided as soon aspossible, following the ground radio failure and until normaloperations can be resumed.


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15.6.1.3 BLOCKED FREQUENCY

In the event that the control frequency is inadvertently blockedby an aircraft transmitter, the following additional steps shouldbe taken:

a) attempt to identify the aircraft concerned;

b) if the aircraft blocking the frequency is identified,attempts should be made to establish communicationwith that aircraft, e.g. on the emergency frequency121.5 MHz, by SELCAL, through the aircraftoperator’s company frequency if applicable, on anyVHF frequency designated for air-to-air use by flightcrews or any other communication means or, if theaircraft is on the ground, by direct contact;

c) if communication is established with the aircraftconcerned, the flight crew shall be instructed to takeimmediate action to stop inadvertent transmissions onthe affected control frequency.

15.6.1.4 UNAUTHORIZED USE OF ATC FREQUENCY

15.6.1.4.1 Instances of false and deceptive transmissionson ATC frequencies which may impair the safety of aircraftcan occasionally occur. In the event of such occurrences, theATC unit concerned should:

a) correct any false or deceptive instructions orclearances which have been transmitted;

b) advise all aircraft on the affected frequency(-ies) thatfalse and deceptive instructions or clearances are beingtransmitted;

c) instruct all aircraft on the affected frequency(-ies) toverify instructions and clearances before taking actionto comply;

d) if practical, instruct aircraft to change to anotherfrequency; and

e) if possible, advise all aircraft affected when the falseand deceptive instructions or clearances are no longerbeing transmitted.

15.6.1.4.2 Flights crews shall challenge or verify withthe ATC unit concerned any instruction or clearance issued tothem which they suspect may be false or deceptive.

15.6.1.4.3 When the transmission of false or deceptiveinstructions and clearances is detected, the appropriate

authority shall take all necessary action to have the transmitterlocated and the transmission terminated.

15.7 OTHER ATC CONTINGENCY PROCEDURES

15.7.1 Emergency separation

15.7.1.1 If, during an emergency situation, it is notpossible to ensure that the applicable horizontal separation canbe maintained, emergency separation of half the applicablevertical separation minimum may be used, i.e. 150 m (500 ft)between aircraft in airspace where a vertical separationminimum of 300 m (1 000 ft) is applied, and 300 m (1 000 ft)between aircraft in airspace where a 600 m (2 000 ft) verticalseparation minimum is applied.

15.7.1.2 When emergency separation is applied the flightcrews concerned shall be advised that emergency separation isbeing applied and informed of the actual minimum used.Additionally, all flight crews concerned shall be provided withessential traffic information.

15.7.2 Short-term conflict alert (STCA)procedures

Note 1.— The generation of short term conflict alerts is afunction of an ATC radar data processing system. Theobjective of the STCA function is to assist the controller inmaintaining separation between controlled flights by gene-rating, in a timely manner, an alert of a potential infringementof separation minima.

Note 2. — In the STCA function the radar-derived currentand predicted three-dimensional positions of transponder-equipped aircraft with Mode C capability are monitored forproximity. If the distance between the three-dimensionalpositions of two aircraft is predicted to be reduced to less thanthe defined applicable separation minima within a specifiedtime period, an acoustic and/or visual alert will be generatedto the radar controller within whose jurisdiction area theaircraft is operating.

15.7.2.1 Local instructions concerning use of the STCAfunction shall specify, inter alia:

a) the types of flight which are eligible for generation ofSTCA;

b) the sectors or areas of airspace within which the STCAfunction is implemented;


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c) the method of displaying the STCA to the controller;

d) the parameters for generation of alerts as well as alertwarning time;

e) conditions under which the STCA function may beinhibited for individual radar tracks; and

f) procedures applicable in respect of flights for whichSTCA has been inhibited.

15.7.2.2 In the event an STCA is generated in respect ofcontrolled flights, the controller shall without delay take actionto ensure that the applicable separation minimum will not beinfringed.

15.7.2.3 Following the generation of an STCA,controllers should be required to complete an air trafficincident report only in the event that a separation minimumwas infringed.

15.7.2.4 The appropriate ATS authority should retainelectronic records of all STCAs generated. The data andcircumstances pertaining to each STCA should be analysed todetermine whether an alert was justified or not. Non-justifiedalerts, e.g. when visual separation was applied, should beignored. A statistical analysis should be made of justifiedalerts in order to identify possible shortcomings in airspacedesign and ATC procedures as well as to monitor overallsafety levels.

15.7.3 Procedures in regard to aircraftequipped with airborne collision

avoidance systems (ACAS)

15.7.3.1 The procedures to be applied for the provisionof air traffic services to aircraft equipped with ACAS shall beidentical to those applicable to non-ACAS equipped aircraft.In particular, the prevention of collisions, the establishment ofappropriate separation and the information which might beprovided in relation to conflicting traffic and to possibleavoiding action shall conform with the normal ATSprocedures and shall exclude consideration of aircraftcapabilities dependent on ACAS equipment.

15.7.3.2 When a pilot reports a manoeuvre induced by anACAS resolution advisory (RA), the controller shall notattempt to modify the aircraft flight path until the pilot reportsreturning to the terms of the current air traffic controlinstruction or clearance but shall provide traffic information asappropriate.

15.7.3.3 Once an aircraft departs from its clearance incompliance with a resolution advisory, the controller ceases tobe responsible for providing separation between that aircraftand any other aircraft affected as a direct consequence of themanoeuvre induced by the resolution advisory. The controllershall resume responsibility for providing separation for all theaffected aircraft when:

a) the controller acknowledges a report from the flightcrew that the aircraft has resumed the currentclearance; or

b) the controller acknowledges a report from the flightcrew that the aircraft is resuming the current clearanceand issues an alternative clearance which is acknowl-edged by the flight crew.

15.7.3.4 ACAS can have a significant effect on ATC.Therefore, the performance of ACAS in the ATC environmentshould be monitored.

15.7.3.5 Following an RA event, or other significantACAS event, pilots and controllers should complete an airtraffic incident report.

Note 1.— The ACAS capability of an aircraft may not beknown to air traffic controllers.

Note 2.— Operating procedures for use of ACAS arecontained in PANS-OPS (Doc 8168), Volume I, Part VIII,Chapter 3.

Note 3.— The phraseology to be used by controllers andpilots is contained in Chapter 12, 12.3.1.2.

15.7.4 Minimum safe altitude warning(MSAW) procedures

Note 1.— The generation of minimum safe altitudewarnings is a function of an ATC radar data processingsystem. The objective of the MSAW function is to assist in theprevention of controlled flight into terrain accidents bygenerating, in a timely manner, a warning of the possibleinfringement of a minimum safe altitude.

Note 2.— In the MSAW function, the reported levels fromtransponder-equipped aircraft with Mode C capability aremonitored against defined minimum safe altitudes. When thelevel of an aircraft is detected or predicted to be less than theapplicable minimum safe altitude, an acoustic and visualwarning will be generated to the radar controller withinwhose jurisdiction area the aircraft is operating.


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15.7.4.1 Local instructions concerning use of the MSAWfunction shall specify, inter alia:

a) the types of flight which are eligible for generation ofMSAW;

b) the sectors or areas of airspace for which MSAWminimum safe altitudes have been defined and withinwhich the MSAW function is implemented;

c) the values of the defined MSAW minimum safealtitudes;

d) the method of displaying the MSAW to the controller;

e) the parameters for generation of MSAW as well aswarning time; and

f) conditions under which the MSAW function may beinhibited for individual radar tracks as well as pro-cedures applicable in respect of flights for whichMSAW has been inhibited.

15.7.4.2 In the event an MSAW is generated in respectof a controlled flight, the following action shall be takenwithout delay:

a) if the aircraft is being provided with radar vectors, theaircraft shall be instructed to climb immediately to theapplicable safe level and, if necessary to avoid terrain,be given a new radar heading;

b) in other cases, the flight crew shall immediately beadvised that a minimum safe altitude warning has beengenerated and be instructed to check the level of theaircraft.

15.7.4.3 Following an MSAW event, controllers shouldcomplete an air traffic incident report only in the event that aminimum safe altitude was unintentionally infringed with apotential for controlled flight into terrain by the aircraftconcerned.

15.7.5 Change of radiotelephonycall sign for aircraft

15.7.5.1 An ATC unit may instruct an aircraft to changeits type of RTF call sign, in the interests of safety, whensimilarity between two or more aircraft RTF call signs aresuch that confusion is likely to occur.

15.7.5.1.1 Any such change to the type of call sign shallbe temporary and shall be applicable only within theairspace(s) where the confusion is likely to occur.

15.7.5.2 To avoid confusion, the ATC unit should, ifappropriate, identify the aircraft which will be instructed tochange its call sign by referring to its position and/or level.

15.7.5.3 When an ATC unit changes the type of call signof an aircraft, that unit shall ensure that the aircraft reverts tothe call sign indicated by the flight plan when the aircraft istransferred to another ATC unit, except when the call signchange has been coordinated between the two ATC unitsconcerned.

15.7.5.4 The appropriate ATC unit shall advise theaircraft concerned when it is to revert to the call sign indicatedby the flight plan.

CHAPTER 16. MISCELLANEOUS PROCEDURES

16.1 RESPONSIBILITY IN REGARDTO MILITARY TRAFFIC

16.1.1 It is recognized that some military aeronauticaloperations necessitate non-compliance with certain air trafficprocedures. In order to ensure the safety of flight operationsthe appropriate military authorities shall be asked, wheneverpracticable, to notify the proper air traffic control unit prior toundertaking such manoeuvres.

16.1.2 A reduction of separation minima required bymilitary necessity or other extraordinary circumstances shallonly be accepted by an air traffic control unit when a specificrequest in some recorded form has been obtained from theauthority having jurisdiction over the aircraft concerned andthe lower minima then to be observed shall apply only betweenthose aircraft. Some recorded form of instruction fullycovering this reduction of separation minima must be issuedby the air traffic control unit concerned.

16.1.3 Temporary airspace reservation, either stationaryor mobile, may be established for the use of large formationflights or other military air operations. Arrangements for thereservation of such airspace shall be accomplished by co-ordination between the user and the appropriate ATS authority.The coordination shall be effected in accordance with theprovisions of Annex 11 and completed early enough to permittimely promulgation of information in accordance with theprovisions of Annex 15.

16.2 RESPONSIBILITY IN REGARD TOUNMANNED FREE BALLOONS

16.2.1 On receipt of notification of the intended flight ofa medium or heavy unmanned free balloon, the air trafficservices unit shall arrange for the information to bedisseminated to all concerned. The information shall include:

a) the balloon flight identification or project code name;

b) balloon classification and description;

c) SSR Code or NDB frequency as applicable;

d) the launch site;

e) the estimated time of the commencement of the launchor the planned period of the launches;

f) the expected direction of ascent;

g) the cruising level(s) (pressure-altitude); and

h) the estimated elapsed time to pass 18 000 m (60 000 ft)pressure-altitude, or to reach cruising level if at orbelow 18 000 m (60 000 ft), together with theestimated location.

16.2.2 On receipt of notification that a medium or heavyunmanned free balloon has been launched, the air trafficservices unit shall arrange for the information to bedisseminated to all concerned. The information shall include:

a) the balloon flight identification or project code name;

b) balloon classification and description;

c) SSR Code or NDB frequency as applicable;

d) the launch site;

e) the time of launch(es);

f) the estimated time at which 18 000 m (60 000 ft)pressure-altitude will be passed, or the estimated timeat which the cruising level will be reached if at orbelow 18 000 m (60 000 ft), and the estimatedlocation;

g) the estimated date and time of termination of the flight;and

h) the planned location of ground contact, whenapplicable.

16.2.3 When there is reasonable expectation that a heavyor medium unmanned free balloon will cross internationalborders, the appropriate ATS unit shall arrange for the pre-launch and the launch notifications to be sent by NOTAM tothe ATS unit(s) in the State(s) concerned. If agreed betweenthe States concerned, the launch notification may betransmitted orally by direct ATS speech circuit between theACCs/flight information centres involved.

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16.2.4 Air traffic services units shall maintain radarsurveillance of medium and heavy unmanned free balloons tothe extent possible and, if necessary and on the request of thepilot of an aircraft, provide radar separation between theaircraft and such balloons which are radar identified or theirexact position is known.

16.3 AIR TRAFFIC INCIDENT REPORT

16.3.1 An air traffic incident report shall be submitted,normally to the air traffic services unit concerned, for incidentsspecifically related to the provision of air traffic servicesinvolving such occurrences as aircraft proximity (AIRPROX),obstructions on runways, runway incursions, or other seriousdifficulty resulting in a hazard to aircraft, caused by, amongothers, faulty procedures, non-compliance with procedures, orfailure of ground facilities.

16.3.2 Procedures should be established for the reportingof aircraft proximity incidents and their investigation topromote the safety of aircraft. The degree of risk involved inan aircraft proximity should be determined in the incidentinvestigation and classified as “risk of collision”, “safety notassured”, “no risk of collision” or “risk not determined”.

16.3.3 When an accident/incident investigative authorityconducts an investigation of an aircraft proximity incident, theair traffic services aspects should be included.

Note.— A model air traffic incident report form togetherwith instructions for its completion is at Appendix 4. Furtherinformation regarding air traffic incidents is contained in theAir Traffic Services Planning Manual (Doc 9426).

16.4 USE OF REPETITIVE FLIGHT PLANS(RPLS)

16.4.1 General

16.4.1.1 RPLs shall not be used for flights other than IFRflights operated regularly on the same day(s) of consecutiveweeks and on at least ten occasions or every day over a periodof at least ten consecutive days. The elements of each flightplan shall have a high degree of stability.

Note.— For permissible incidental changes to RPL dataaffecting the operation for one particular day, and notintended to be a modification of the listed RPL, see 16.4.4.2.2and 16.4.4.2.3.

16.4.1.2 RPLs shall cover the entire flight from thedeparture aerodrome to the destination aerodrome. RPLprocedures shall be applied only when all ATS authoritiesconcerned with the flights have agreed to accept RPLs.

16.4.1.3 The use by States of RPLs for internationalflight shall be subject to the provision that the affectedadjacent States either already use RPLs or will use them at thesame time. The procedures for use between States shall be thesubject of bilateral, multilateral or regional air navigationagreement as appropriate.

16.4.2 Procedures for submission ofRPLs by operators

16.4.2.1 Conditions governing submission, notificationof changes, or cancellation of RPLs shall be the subject ofappropriate arrangements between operators and the ATSauthority concerned or of regional air navigation agreements.

16.4.2.2 An RPL shall comprise information regardingsuch of the following items as are considered relevant by theappropriate ATS authority:

• validity period of the flight plan• days of operation• aircraft identification• aircraft type and wake turbulence category• MLS capability• departure aerodrome• off-block time• cruising speed(s)• cruising level(s)• route to be followed• destination aerodrome• total estimated elapsed time• indication of the location where the following

information may be obtained immediately uponrequest:— alternate aerodromes— fuel endurance— total number of persons on board— emergency equipment

• other information.

16.4.3 Submission of total listings

16.4.3.1 RPLs shall be submitted in the form of listingscontaining the required flight plan data using an RPL listingform specially designed for the purpose or by means of other

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Chapter 16. Miscellaneous Procedures 16-3

media suitable for electronic data processing. The method ofsubmission shall be determined by local or regional agreement.

Note.— A model RPL listing form is contained inAppendix 2.

16.4.3.2 Initial submission of complete RPL listings andany subsequent seasonal resubmission of complete listingsshall be made in sufficient time to permit the data to beproperly assimilated by the ATS organization. The minimumlead time required for the submission of such listings shall beestablished by the administrations concerned and published intheir AIPs. This minimum lead time shall be at least twoweeks.

16.4.3.3 Operators shall submit listings to the designatedagency for distribution to the appropriate air traffic servicesunits.

16.4.3.4 The information normally to be provided shallbe that listed in 16.4.2.2 except that administrations may alsorequire the provision of estimate information of FIRboundaries and the primary alternate aerodrome. If sorequired, such information shall be provided as indicated on aRPL listing form specially designed for the purpose.

16.4.3.5 Information regarding alternate aerodrome(s)and supplementary flight plan data (information normallyprovided under Item 19 of the ICAO flight plan form) shall bekept readily available by the operator at the departureaerodrome or another agreed location, so that, on request byATS units, it can be supplied without delay. The name of theoffice from which the information can be obtained shall berecorded on the RPL listing form.

16.4.3.6 Acknowledgement of receipt of listings of flightplan data and/or amendment thereto shall not be requiredexcept by agreement between operators and the appropriateagency.

16.4.4 Changes to RPL listings

16.4.4.1 CHANGES OF A PERMANENT NATURE

16.4.4.1.1 Changes of a permanent nature involving theinclusion of new flights and the deletion or modification ofcurrently listed flights shall be submitted in the form ofamendment listings. These listings shall reach the air trafficservices agency concerned at least seven days prior to thechange becoming effective.

16.4.4.1.2 Where RPL listings have been initiallysubmitted by the use of media suitable for electronic dataprocessing, it shall be permissible by mutual agreementbetween the operator and the appropriate authority for somechanges to be submitted by means of RPL listing forms.

16.4.4.1.3 All RPL changes shall be submitted inaccordance with the instructions for preparation of RPLlistings.

16.4.4.2 CHANGES OF A TEMPORARY NATURE

16.4.4.2.1 Changes of a temporary, non-recurring naturerelating to RPLs concerning aircraft type and wake turbulencecategory, speed and/or cruising level shall be notified for eachindividual flight as early as possible and not later than 30minutes before departure to the ATS reporting officeresponsible for the departure aerodrome. A change of cruisinglevel only may be notified by radiotelephony on initial contactwith the ATS unit.

16.4.4.2.2 In case of an incidental change in the aircraftidentification, the departure aerodrome, the route and/or thedestination aerodrome, the RPL shall be cancelled for the dayconcerned and an individual flight plan shall be submitted.

16.4.4.2.3 Whenever it is expected by the operator that aspecific flight, for which an RPL has been submitted, is likelyto encounter a delay of 30 minutes or more in excess of theoff-block time stated in that flight plan, the ATS unitresponsible for the departure aerodrome shall be notifiedimmediately.

Note.— Because of the stringent requirements of flowcontrol, failure by operators to comply with this proceduremay result in the automatic cancellation of the RPL for thatspecific flight at one or more of the ATS units concerned.

16.4.4.2.4 Whenever it is known to the operator that anyflight for which an RPL has been submitted is cancelled, theATS unit responsible for the departure aerodrome shall benotified.

16.4.4.3 OPERATOR/PILOT LIAISON

The operator shall ensure that the latest flight planinformation, including permanent and incidental changes,pertaining to a particular flight and duly notified to theappropriate agency, is made available to the pilot-in-command.

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16.4.4.4 RPL PROCEDURES FOR ATS UNITS

The procedures for handling RPLs described herein areapplicable regardless of whether automatic data processingequipment is utilized or flight plan data is handled manually.

16.4.4.5 IMPLEMENTATION OF RPL PROCEDURES

16.4.4.5.1 Procedures for use of RPLs may beestablished for flights operating within a single FIR or a singleState.

16.4.4.5.2 Procedures may also be established for flightsacross international boundaries subject to the provision thataffected States currently utilize or will concurrently use RPLs.

16.4.4.5.3 Application of RPL procedures for inter-national flights requires the establishment of bilateral ormultilateral agreements between the States concerned.Multilateral agreements involving a number of States may takethe form of regional air navigation agreements.

16.4.4.5.4 Application of RPLs requires agreements withparticipating operators to establish submission and amendmentprocedures.

16.4.4.5.5 Agreements shall include provisions for thefollowing procedures:

a) initial submission;

b) permanent changes;

c) temporary and incidental changes;

d) cancellations;

e) additions; and

f) completely revised listings when indicated byextensive changes.

16.4.4.6 COLLECTION, STORAGE AND PROCESSING

OF RPL DATA

16.4.4.6.1 Any State using RPLs shall designate one ormore agencies responsible for administering such data. Thearea of responsibility for any such designated agency shall beat least one FIR. However, part or the entire area of responsi-bility of one or more States may be administered jointly by adesignated agency. Each designated agency shall distributerelevant RPL data to the ATS units concerned within its areaof responsibility so that such data reach these units insufficient time to become effective.

16.4.4.6.2 RPLs shall be stored by each ATS unitconcerned in a manner that will ensure that they aresystematically activated on the appropriate day of operation inthe order of estimated times indicative of entry into the unit’sarea of responsibility. Activation shall be accomplished insufficient time to present the data to the controller inappropriate form for analysis and control action.

16.4.4.7 SUSPENSION OF RPL PROCEDURES

An appropriate ATS authority obliged, due to exceptionalcircumstances, to temporarily suspend the use of RPLs in itsarea of responsibility or a specified part thereof, shall publishnotice of such suspension with as much advance notice aspossible and in the most suitable form considering thecircumstances.

16.4.4.8 ATS MESSAGES RELATED TO INDIVIDUAL

FLIGHTS OPERATING ON AN RPL

ATS messages relating to individual flights operating on anRPL shall be originated and addressed to ATS units concernedin a manner identical to that used for flights operating onindividual flight plans.

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PANS-ATM A1-1 1/11/01

APPENDIX 1. INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

1. Reporting instructions

2. Special air-report of volcanic activity form (Model VAR)

3. Examples

A1-2 Air Traffic Management (PANS-ATM)

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1. Reporting instructions

MODEL AIREP/AIREP SPECIAL

ITEM PARAMETER TRANSMIT IN TELEPHONY as appropriate

—

Message-type designator: • routine air-report • special air-report

[AIREP][AIREP] SPECIAL

Sect

ion

1

1 Aircraft identification (aircraft identification)

2 Position POSITION (latitude and longitude)OVER (significant point)ABEAM (significant point)(significant point) (bearing) (distance)

3 Time (time)

4 Flight level or altitude FLIGHT LEVEL (number) or (number) METRES or FEETCLIMBING TO FLIGHT LEVEL (number) or (number) METRES or FEETDESCENDING TO FLIGHT LEVEL (number) or (number) METRES or FEET

5 Next position and estimated time over (position) (time)

6 Ensuing significant point (position) NEXT

Sect

ion

2 7 Estimated time of arrival (aerodrome) (time)

8 Endurance ENDURANCE (hours and minutes)

Sect

ion

3

9 Air temperature TEMPERATURE PLUS (degrees Celsius)TEMPERATURE MINUS (degrees Celsius)

10 Wind direction WIND (number) DEGREESor CALM

11 Wind speed (number) KILOMETRES PER HOUR or KNOTS

12 Turbulence TURBULENCE LIGHTTURBULENCE MODERATETURBULENCE SEVERE

13 Aircraft icing ICING LIGHTICING MODERATEICING SEVERE

14 Humidity (if available) HUMIDITY (per cent)

15 Phenomenon encountered or observed,prompting a special air-report: • Severe turbulence • Severe icing • Severe mountainwave • Thunderstorms without hail • Thunderstorms with hail • Heavy dust/sandstorm • Volcanic ash cloud • Pre-eruption volcanic activity or volcanic eruption

SST: • Moderate turbulence • Hail • Cumulonimbus clouds

TURBULENCE SEVEREICING SEVEREMOUNTAINWAVE SEVERETHUNDERSTORMSTHUNDERSTORMS WITH HAILDUSTSTORM or SANDSTORM HEAVYVOLCANIC ASH CLOUDPRE-ERUPTION VOLCANIC ACTIVITY or VOLCANIC ERUPTION

TURBULENCE MODERATEHAILCB CLOUDS

Appendix 1 A1-3

1. Routine air-reports

1.1 Section 1 is obligatory, although Items 5 and 6 thereof may be omittedwhen prescribed in Regional Supplementary Procedures; Section 2 shall beadded, in whole or in part, only when so requested by the operator or itsdesignated representative, or when deemed necessary by the pilot-in-command; Section 3 shall be added in accordance with Annex 3 and theRegional Supplementary Procedures, Part 3 — Meteorology.

1.2 Section 3 shall include all Items 9 to 13 and Item 14, if available.

2. Special air-reports

2.1 Special air-reports shall be made whenever any of the phenomenalisted under Item 15 are observed or encountered. Items 1 to 4 of Section 1 andthe appropriate phenomenon specified in Section 3, Item 15, are required fromall aircraft. The phenomena listed under “SST” shall be reported only bysupersonic transport at transonic and supersonic cruising levels.

2.2 In the case of special air-reports containing information on volcanicactivity, a post-flight report shall be made on the volcanic activity reporting form(Model VAR). All elements which are observed shall be recorded and indicatedrespectively in the appropriate places on the form Model VAR.

2.3 Special air-reports shall be made as soon as practicable after aphenomenon calling for a special air-report has been observed.

2.4 If a phenomenon warranting the making of a special air-report isobserved at or near the time or place where a routine air-report is to be made,a special air-report shall be made instead.

3. Detailed reporting instructions

3.1 Items of an air-report shall be reported in the order in which they arelisted in the model AIREP/AIREP SPECIAL form.

— MESSAGE TYPE DESIGNATOR. Report “SPECIAL” for a special air-report.

Section 1

Item 1 — AIRCRAFT IDENTIFICATION. Report the aircraft radiotelephonycallsign as prescribed in Annex 10, Chapter 5.

Item 2 — POSITION. Report position in latitude (degrees as 2 numerics ordegrees and minutes as 4 numerics, followed by “North” or “South”) andlongitude (degrees as 3 numerics or degrees and minutes as 5 numerics,followed by “East” or “West”), or as a significant point identified by a codeddesignator (2 to 5 characters), or as a significant point followed by magneticbearing (3 numerics) and distance in nautical miles from the point (e.g.“4620North07805West”, “4620North07800West”, “4600North07800West”, LN(“LIMA NOVEMBER”), “MAY”, “HADDY” or “DUB 180 DEGREES 40 MILES”).Precede significant point by “ABEAM”, if applicable.

Item 3 — TIME. Report time in hours and minutes UTC (4 numerics) unlessreporting time in minutes past the hour (2 numerics) is prescribed on the basisof regional air navigation agreements. The time reported must be the actualtime of the aircraft at the position and not the time of origination or transmissionof the report. Time shall always be reported in hours and minutes UTC whenmaking a special air-report.

Item 4 — FLIGHT LEVEL OR ALTITUDE. Report flight level by 3 numerics(e.g. “FLIGHT LEVEL 310”), when on standard pressure altimeter setting.Report altitude in metres followed by “METRES” or in feet followed by “FEET”,when on QNH. Report “CLIMBING” (followed by the level) when climbing, or“DESCENDING” (followed by the level) when descending, to a new level afterpassing the significant point.

Item 5 — NEXT POSITION AND ESTIMATED TIME OVER. Report thenext reporting point and the estimated time over such reporting point, or reportthe estimated position that will be reached one hour later, according to theposition reporting procedures in force. Use the data conventions specified inItem 2 for position. Report the estimated time over this position. Report time inhours and minutes UTC (4 numerics) unless reporting time in minutes past thehour (2 numerics) as prescribed on the basis of regional air navigationagreements.

Item 6 — ENSUING SIGNIFICANT POINT. Report the ensuing significantpoint following the “next position and estimated time over”.

Section 2

Item 7 — ESTIMATED TIME OF ARRIVAL. Report the name of theaerodrome of the first intended landing, followed by the estimated time of arrivalat this aerodrome in hours and minutes UTC (4 numerics).

Item 8 — ENDURANCE. Report “ENDURANCE” followed by fuelendurance in hours and minutes (4 numerics).

Section 3

Item 9 — AIR TEMPERATURE. Report “TEMPERATURE PLUS” or“TEMPERATURE MINUS” followed by the temperature in degrees Celsius (2numerics), corrected for instrument error and airspeed (e.g. TEMPERATUREMINUS 05).

Item 10 — WIND DIRECTION.

Item 11 — WIND SPEED. Report spot wind referring to the position givenin Item 2. Report wind direction in degrees true (3 numerics) and wind speedin kilometres per hour or knots (2 or 3 numerics) (e.g. WIND 345 DEGREES 55KILOMETRES PER HOUR, WIND 170 DEGREES 65 KNOTS). Report calmconditions as “CALM”.

Item 12 — TURBULENCE. Report severe turbulence as “TURBULENCESEVERE”, moderate turbulence as “TURBULENCE MODERATE” and lightturbulence as “TURBULENCE LIGHT”.

The following specifications apply:

Light — Conditions less than moderate turbulence. Changes inaccelerometer readings less than 0.5 g at the aircraft’s centre ofgravity.

Moderate — Conditions in which moderate changes in aircraft attitudeand/or altitude may occur but the aircraft remains in positive controlat all times. Usually, small variations in air speed. Changes inaccelerometer readings of 0.5 g to 1.0 g at the aircraft’s centre ofgravity. Difficulty in walking. Occupants feel strain against seat belts.Loose objects move about.

Severe — Conditions in which abrupt changes in aircraft attitude and/oraltitude occur; aircraft may be out of control for short periods. Usually,large variations in air speed. Changes in accelerometer readingsgreater than 1.0 g at the aircraft’s centre of gravity. Occupants areforced violently against seat belts. Loose objects are tossed about.

Item 13 — AIRCRAFT ICING. Report severe icing as “ICING SEVERE”,moderate icing as “ICING MODERATE” and light icing as “ICING LIGHT”.

The following specifications apply:

Light — Conditions less than moderate icing.

Moderate — Conditions in which change of heading and/or altitude may beconsidered desirable.

Severe — Conditions in which immediate change of heading and/or altitudeis considered essential.

Item 14 — HUMIDITY. Report the relative humidity, if available, as“HUMIDITY” followed by the relative humidity in per cent (3 numerics) (e.g.HUMIDITY 085).

Item 15 — PHENOMENON PROMPTING A SPECIAL AIR-REPORT.Report one of the following phenomena encountered or observed:

• severe turbulence as “TURBULENCE SEVERE”Specifications under Item 12 apply.

• severe icing as “ICING SEVERE”Specifications under Item 13 apply.

• severe mountainwave as “MOUNTAINWAVE SEVERE”The following specification applies:severe — conditions in which the accompanying downdraft is 3.0 m/s(600 ft/min) or more and/or severe turbulence is encountered.

1/11/01


• thunderstorm without hail as “THUNDERSTORM”• thunderstorm with hail as “THUNDERSTORM WITH HAIL”

The following specification applies:Only report those thunderstorms which are:• obscured in haze; or• embedded in cloud; or• widespread; or• forming a squall-line.

• heavy duststorm or sandstorm as “DUSTSTORM or SANDSTORMHEAVY”

• volcanic ash cloud as “VOLCANIC ASH CLOUD”• pre-eruption volcanic activity or a volcanic eruption as “PRE-

ERUPTION VOLCANIC ACTIVITY or VOLCANIC ERUPTION”The following specifications apply:Pre-eruption volcanic activity in this context means unusual and/orincreasing volcanic activity which could presage a volcanic eruption.

Note.— In case of volcanic ash cloud, pre-eruption volcanic activity orvolcanic eruption, in accordance with Chapter 4, 4.12.3, a post-flightreport shall also be made on the special air-report of volcanic activityform (Model VAR).

The following phenomena shall be reported only by supersonictransport at transonic levels and supersonic cruising levels:

• moderate turbulence as “TURBULENCE MODERATE”Specifications under Item 12 apply.

• hail as “HAIL”• cumulonimbus clouds as “CB CLOUDS”.

3.2 Information recorded on the volcanic activity reporting form (ModelVAR) is not for transmission by RTF but, on arrival at an aerodrome, is to bedelivered without delay by the operator or a flight crew member to theaerodrome meteorological office. If such an office is not easily accessible, thecompleted form shall be delivered in accordance with local arrangements madebetween the Meteorological and ATS Authorities and the operator.

4. Forwarding of meteorological information receivedby voice communications

4.1 When receiving routine or special air-reports, air traffic services unitsshall forward these air-reports without delay to the associated meteorologicalwatch office (MWO). In order to ensure assimilation of air-reports in ground-based automated systems, the elements of such reports shall be transmittedusing the data conventions specified below and in the order prescribed.

— ADDRESSEE. Record station called and, when necessary, relayrequired.

— MESSAGE TYPE DESIGNATOR. Record “ARS” for a special air-report.

Note.— Where air-reports are handled by automatic data processingequipment which cannot accept this message-type designator, in accordancewith Chapter 11, 11.4.2.5.5.2, the use of a different message-type designatoris permitted by regional air navigation agreement.

— AIRCRAFT IDENTIFICATION. Record the aircraft identification usingthe data convention specified for Item 7 of the flight plan, without a

space between the operator’s designator and the aircraft registrationor flight identification, if used (e.g. New Zealand 103 as ANZ103).

Section 1

Item 0 — POSITION. Record position in latitude (degrees as 2 numericsor degrees and minutes as 4 numerics, followed without a space by N or S) andlongitude (degrees as 3 numerics or degrees and minutes as 5 numerics,followed without a space by E or W), or as a significant point identified by acoded designator (2 to 5 characters), or as a significant point followed bymagnetic bearing (3 numerics) and distance in nautical miles (3 numerics) fromthe point (e.g. 4620N07805W, 4620N078W, 46N078W, LN, MAY, HADDY orDUB180040). Precede significant point by “ABM” (abeam), if applicable.

Item 1 — TIME. Record time in hours and minutes UTC (4 numerics).

Item 2 — FLIGHT LEVEL OR ALTITUDE. Record F followed by 3 numerics(e.g. F310), when a flight level is reported. Record altitude in metres followedby M or in feet followed by FT, when an altitude is reported. Record “ASC” (level)when climbing, or “DES” (level) when descending.

Section 3

Item 8 — AIR TEMPERATURE. Record “PS” (plus) or “MS” (minus)followed, without a space, by the temperature in degrees Celsius (2 numerics)(e.g. MS05).

Item 9 — WIND DIRECTION.

Item 10 — WIND SPEED. Record wind direction in degrees true (3numerics) and wind speed in kilometres per hour or knots (2 or 3 numerics),separated by an oblique stroke, indicating the unit used (e.g. 345/55KMH,170/65KT). Record calm as “00000”.

Item 11 — TURBULENCE. Record severe turbulence as TURB SEV andmoderate turbulence as TURB MOD and light turbulence as TURB FBL.

Item 12 — AIRCRAFT ICING. Record severe icing as ICE SEV, moderateicing as ICE MOD and light icing as ICE FBL.

Item 13 — HUMIDITY. If reported, record “RH” followed, without a space,by the humidity in per cent (3 numerics, e.g. RH085).

Note.— Item 13 is optional and shall be included only when available.

Item 14 — PHENOMENON PROMPTING A SPECIAL AIR-REPORT.Record the phenomenon reported as follows:

• severe turbulence as “TURB SEV”• severe icing as “ICE SEV”• severe mountainwave as “MTW SEV”• thunderstorm without hail as “TS”• thunderstorm with hail as “TSGR”• heavy duststorm or sandstorm as “HVY SS”• volcanic ash cloud as “VA CLD”• pre-eruption volcanic activity or a volcanic eruption as “VA”• moderate turbulence as “TURB MOD”• hail as “GR”• cumulonimbus clouds as “CB”.

— TIME TRANSMITTED. Record only when Section 3 is transmitted.

1/11/01

Appendix 1 A1-5

2. Special air-report of volcanic activity form (Model VAR)2. MODEL VAR: to be used for post-flight reporting

Operator:Aircraft identification(as per item 7 of flight plan): Pilot-in-command: Dep. from . . . . . . . . . . . . . . . Date . . . . . . . . . . . . . . . . . . . . Time . . . . . . . . . . . . . . . . . . . UTC

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arr. at . . . . . . . . . . . . . . . . . . Date . . . . . . . . . . . . . . . . . . . . Time . . . . . . . . . . . . . . . . . . . UTC

Addressee

AIREP SPECIAL

Sect

ion

1

1 Aircraft identification

2 Position

3 Time

4 Flight level or altitude

5 VOLCANIC ACTIVITYOBSERVED AT

(position or bearing anddistance from aircraft)

6 Air temperature

7 Spot wind

8 Supplementary information

(Brief description of activity including vertical and lateral extent of ash cloud, horizontal movement, rate of growth, etc. as available)

The following information is not for transmission by RTF

TICK THE APPROPRIATE BOX

Sect

ion

2

9 Density of ash cloud (a) wispy G (b) moderate dense G (c) very dense G

10 Colour of ash cloud (a) white G (b) light grey G (c) dark grey G(d) black G

11 Eruption (a) continuous G (b) intermittent G (c) not visible G

12 Position of activity (a) summit G (b) side G (c) single G(d) multiple G (e) not observed G

13 Other observed features of eruption (a) lightning G (b) glow G (c) large rocks G(d) ash fall out G (e) mushrooming cloud G (f) nil G

14 Effect on aircraft (a) communications G (b) nav. systems G (c) engines G(d) pitot static G (e) windscreen G (f) windows G(g) nil G

15 Other effects (a) turbulence G (b) St. Elmos Fire G (c) fumes G(d) ash deposits G

16 Other information (Add any information considered useful.)

�

1/11/01


1/11/01

3. Examples

1. A routine air-report for a trans-oceanic flight which has been designated to report routine meteorological observations at meridians spaced atintervals of 10 degrees. The information of the next position, ensuing significant point and endurance are not required for transmission to themeteorological offices concerned.

2. A routine air-report for a trans-oceanic flight which is required to report routine meteorological observations at specified significant points. Theinformation of the next position and the ensuing significant point are not required for transmission to the meteorological offices concerned.

3. A special air-report which is required because of the occurrence of widespread thunderstorms with hail.

4. A special air-report which is required because of severe turbulence. The aircraft is on QNH altimeter setting.

AS SPOKEN IN RADIOTELEPHONY AS RECORDED BY THE AIR TRAFFIC SERVICES UNIT AND FORWARDED TO THE METEOROLOGICAL OFFICE CONCERNED

I.-1 AIREP SPEEDBIRD FIFE SIX AIT POSITION FOWerNINer TOO FIFE NORTH ZERO FIFE ZERO WESTWUN TREE WUN SEVen FLIGHT LEVEL TREE WUNZERO FIFE ZERO NORTH ZERO FOWer ZERO WESTWUN TREE FIFE FIFE FIFE ZERO NORTH ZEROTREE ZERO WEST NEXT ENDURANCE ZERO AITTREE ZERO TEMPERATURE MINUS FOWer SEVenWIND TOO FIFE FIFE DEGREES SIX FIFE KNOTSTURBULENCE MODERATE ICING LIGHT

I.- BAW568 4925N050W 1317 F310 MS47 255/65KTTURB MOD ICE FBL

II.-2 JAPANAIR FOWer FOWer WUN OVER ORDON ZERONINer TREE ZERO FLIGHT LEVEL TREE FIFE ZEROONADE WUN ZERO ZERO SEVen OMPPA NEXTTEMPERATURE MINUS FIFE TREE WIND TREEWUN ZERO DEGREES SIX ZERO KILOMETRES PERHOUR TURBULENCE LIGHT ICING LIGHT

II.- JAL441 ORDON 0930 F350 MS53 310/60KMHTURB FBL ICE FBL

III.-3 AIREP SPECIAL CLIPPER WUN ZERO WUNPOSITION FIFE ZERO FOWer FIFE NORTH ZEROTOO ZERO WUN FIFE WEST WUN FIFE TREE SIXFLIGHT LEVEL TREE WUN ZERO CLIMBING TOFLIGHT LEVEL TREE FIFE ZERO THUNDERSTORMSWITH HAIL

III.- ARS PAA101 5045N02015W 1536 F310 ASC F350TSGR

IV.-4 SPECIAL NIUGINI TOO SEVen TREE OVERMADANG ZERO AIT FOWer SIX WUN NINerTOUSAND FEET TURBULENCE SEVERE

IV.- ARS ANG273 MD 0846 19000FT TURB SEV

27/11/03

No. 2

PANS-ATM A2-1 1/11/01

APPENDIX 2. FLIGHT PLAN

1. ICAO model flight plan form

2. Instructions for the completion of the flight plan form

3. Instructions for the transmission of a filed flight plan(FPL) message

4. Instructions for the transmission of a supplementaryflight plan (SPL) message

5. Example of a completed flight plan form

6. ICAO model repetitive flight plan (RPL) listing form

7. Instructions for the completion of the repetitive flightplan (RPL) listing form

8. Example of a completed repetitive flight plan (RPL)listing form


1/11/01

1. ICAO model flight plan form

FILED BY / Déposé par

SPACE RESERVED FOR ADDITIONAL REQUIREMENTSEspace réservé à des fins supplémentaires

FLIGHT PLANPLAN DE VOL

PRIORITYPrio ri té

ADDRESSEE(S)Destina ta ire(s)

FF

(FPL

E P R

FILING TIMEHeure de dépôt

ORIGINATORExpéditeur

SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATORIdentifica tion précise du(des) destinataire (s) et/ou de l 'expéditeur

3 MESSAGE TYPE Type de message

7 AIRCRAFT IDENTIFICATION Identi f ication de l 'aéronef

8 FLIGHT RULES Règles de vol

TYPE OF FLIGHTType de vol

9 NUMBER Nombre

TYPE OF AIRCRAFTType d'aéronef

WAKE TURBULENCE CAT.Cat. de turbulence de sil lage

10 EQUIPMENT Équipement

/

/

/

/

/

/

/

/

/

/

/TIMEHeure

13 DEPARTURE AERODROME Aérodrome de départ

15 CRUISING SPEED Vitesse croisière

LEVELNiveau

ROUTERoute

ALTN AERODROMEAérodrome de dégagement

16 DESTINATION AERODROME Aérodrome de destination

2ND ALTN AERODROMETOTAL EETDurée totale estimée

HR MIN

18 OTHER INFORMATION Renseignements divers

SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)Renseignements complémentaires (À NE PAS TRANSMETTRE DANS LES MESSAGES DE PLAN DE VOL DÉPOSÉ)

19 ENDURANCE Autonomie

HR MIN

EMERGENCY RADIORadio de secours

UHF VHF

VHFUHF

ELT

FLUORESFluores

LIGHTLampes

JUNGLEJungle

MARITIMEMaritime

DESERTDésert

POLARPolaire

SURVIVAL EQUIPMENT/Équipement de survie

DINGHIES/Canots

NUMBERNombre

CAPACITYCapacité

COVERCouverture

COLOURCouleur

AIRCRAFT COLOUR AND MARKINGSCouleur e t marques de l 'aéronef

)

)

PERSONS ON BOARDPersonnes à bord

REMARKSRemarques

PILOT-IN-COMMANDPilote commandant de bord

U

UFLJJMDPS

D

A

N

C

C

V

V

EJACKETS/Gilets de sauvetage

2 aérodrome de dégagemente

Appendix 2 A2-3

2. Instructions for the completion ofthe flight plan form

2.1 General

Adhere closely to the prescribed formats and manner ofspecifying data.

Commence inserting data in the first space provided. Whereexcess space is available, leave unused spaces blank.

Insert all clock times in 4 figures UTC.

Insert all estimated elapsed times in 4 figures (hours andminutes).

Shaded area preceding Item 3 — to be completed by ATS andCOM services, unless the responsibility for originating flightplan messages has been delegated.

Note.— The term “aerodrome” where used in the flightplan is intended to cover also sites other than aerodromeswhich may be used by certain types of aircraft, e.g. helicoptersor balloons.

2.2 Instructions for insertionof ATS data

Complete Items 7 to 18 as indicated hereunder.

Complete also Item 19 as indicated hereunder, when sorequired by the appropriate ATS authority or when otherwisedeemed necessary.

Note.— Item numbers on the form are not consecutive, asthey correspond to Field Type numbers in ATS messages.

INSERT one of the following aircraft identifications, notexceeding 7 characters:

a) the registration marking of the aircraft (e.g.EIAKO, 4XBCD, N2567GA), when:

1) in radiotelephony the call sign to be used bythe aircraft will consist of this identification

alone (e.g. OOTEK), or preceded by the ICAOtelephony designator for the aircraft operatingagency (e.g. SABENA OOTEK);

2) the aircraft is not equipped with radio;

OR b) the ICAO designator for the aircraft operatingagency followed by the flight identification (e.g.KLM511, NGA213, JTR25) when in radio-telephony the call sign to be used by the aircraftwill consist of the ICAO telephony designator forthe operating agency followed by the flightidentification (e.g. KLM511, NIGERIA 213,HERBIE 25).

Note.— Provisions for the use of radiotelephony call signsare contained in Annex 10, Volume II, Chapter 5. ICAOdesignators and telephony designators for aircraft operatingagencies are contained in Doc 8585 — Designators forAircraft Operating Agencies, Aeronautical Authorities andServices.

INSERT one of the following letters to denote the category offlight rules with which the pilot intends to comply:

I if IFRV if VFRY if IFR first) and specify in Item 15 the point or Z if VFR first) points where a change of flight

rules is planned.

INSERT one of the following letters to denote the type offlight when so required by the appropriate ATSauthority:

S if scheduled air serviceN if non-scheduled air transport operation

ITEM 7: AIRCRAFT IDENTIFICATION(MAXIMUM 7 CHARACTERS)

ITEM 8: FLIGHT RULES AND TYPE OFFLIGHT (ONE OR TWO CHARACTERS)

Flight rules

Type of flight

1/11/01


G if general aviationM if militaryX if other than any of the defined categories

above.

INSERT the number of aircraft, if more than one.

INSERT the appropriate designator as specified in ICAODoc 8643, Aircraft Type Designators,

OR, if no such designator has been assigned, or in caseof formation flights comprising more than one type,

INSERT ZZZZ, and SPECIFY in Item 18, the (numbers and)type(s) of aircraft preceded by TYP/ .

INSERT an oblique stroke followed by one of the followingletters to indicate the wake turbulence category ofthe aircraft:

H — HEAVY, to indicate an aircraft type with amaximum certificated take-off mass of136 000 kg or more;

M — MEDIUM, to indicate an aircraft type with amaximum certificated take-off mass of lessthan 136 000 kg but more than 7 000 kg;

L — LIGHT, to indicate an aircraft type with amaximum certificated take-off mass of 7 000kg or less.

INSERT one letter as follows:

N if no COM/NAV/approach aid equipment for theroute to be flown is carried, or the equipment isunserviceable,

OR S if standard COM/NAV/approach aid equipmentfor the route to be flown is carried and serviceable(see Note 1),

AND/OR

INSERT one or more of the following letters to indicate theCOM/NAV/approach aid equipment available andserviceable:

Note 1.— Standard equipment is considered to be VHFRTF, ADF, VOR and ILS, unless another combination isprescribed by the appropriate ATS authority.

Note 2.— If the letter Z is used, specify in Item 18 the otherequipment carried, preceded by COM/ and/or NAV/ ,as appropriate.

Note 3.— If the letter J is used, specify in Item 18 theequipment carried, preceded by DAT/ followed by one ormore letters as appropriate.

Note 4.— Information on navigation capability is providedto ATC for clearance and routing purposes.

ITEM 9: NUMBER AND TYPE OF AIRCRAFTAND WAKE TURBULENCE CATEGORY

Number of aircraft (1 or 2 characters)

Type of aircraft (2 to 4 characters)

Wake turbulence category (1 character)

ITEM 10: EQUIPMENT

Radio communication, navigation and approach aid equipment

A (Not allocated) M OmegaB (Not allocated) O VORC LORAN C P (Not allocated)D DME Q (Not allocated)E (Not allocated) R RNP type certificationF ADF (see Note 5)G (GNSS) T TACANH HF RTF U UHF RTFI Inertial Navigation V VHF RTFJ (Data Link) W

when prescribedby ATS

(see Note 3) XK (MLS) YL ILS Z Other equipment

carried (see Note 2).

1/11/01

Appendix 2 A2-5

1/11/01

Note 5.— Inclusion of letter R indicates that an aircraftmeets the RNP type prescribed for the route segment(s),route(s) and/or area concerned.

INSERT one or two of the following letters to describe theserviceable surveillance equipment carried:

SSR equipment

N NilA Transponder — Mode A (4 digits — 4 096 codes)C Transponder — Mode A (4 digits — 4 096 codes) and

Mode CX Transponder — Mode S without both aircraft identi-

fication and pressure-altitude transmissionP Transponder — Mode S, including pressure-altitude

transmission, but no aircraft identification trans-mission

I Transponder — Mode S, including aircraft identi-fication transmission, but no pressure-altitudetransmission

S Transponder — Mode S, including both pressure-altitude and aircraft identification transmission.

ADS equipment

D ADS capability

INSERT the ICAO four-letter location indicator of thedeparture aerodrome,

OR, if no location indicator has been assigned,

INSERT ZZZZ and SPECIFY, in Item 18, the name of theaerodrome preceded by DEP/ ,

OR, if the flight plan is received from an aircraft in flight,

INSERT AFIL, and SPECIFY, in Item 18, the ICAO four-letter location indicator of the location of the ATSunit from which supplementary flight plan data canbe obtained, preceded by DEP/ .

THEN, WITHOUT A SPACE,

INSERT for a flight plan submitted before departure, theestimated off-block time,

OR, for a flight plan received from an aircraft in flight, theactual or estimated time over the first point of the routeto which the flight plan applies.

INSERT the first cruising speed as in (a) and the first cruisinglevel as in (b), without a space between them.

THEN, following the arrow, INSERT the route description asin (c).

INSERT the True Air Speed for the first or the whole cruisingportion of the flight, in terms of:

Kilometres per hour, expressed as K followed by4 figures (e.g. K0830), or

Knots, expressed as N followed by 4 figures (e.g.N0485), or

True Mach number, when so prescribed by theappropriate ATS authority, to the nearest hundredthof unit Mach, expressed as M followed by 3 figures(e.g. M082).

INSERT the planned cruising level for the first or the wholeportion of the route to be flown, in terms of:

Flight level, expressed as F followed by 3 figures(e.g. F085; F330), or

* Standard Metric Level in tens of metres,expressed as S followed by 4 figures (e.g. S1130),or

Surveillance equipment

ITEM 13: DEPARTURE AERODROMEAND TIME (8 CHARACTERS)

ITEM 15: ROUTE

(a) Cruising speed (maximum 5 characters)

(b) Cruising level (maximum 5 characters)

* When so prescribed by the appropriate ATS authorities.

24/11/05No. 4


Altitude in hundreds of feet, expressed as Afollowed by 3 figures (e.g. A045; A100), or

Altitude in tens of metres, expressed as M followedby 4 figures (e.g. M0840), or

for uncontrolled VFR flights, the letters VFR.

Flights along designated ATS routes

INSERT, if the departure aerodrome is located on or connectedto the ATS route, the designator of the first ATSroute,

OR, if the departure aerodrome is not on or connected tothe ATS route, the letters DCT followed by the pointof joining the first ATS route, followed by thedesignator of the ATS route.

THEN

INSERT each point at which either a change of speed or level,a change of ATS route, and/or a change of flight rulesis planned,

Note.— When a transition is planned between a lower andupper ATS route and the routes are oriented in the samedirection, the point of transition need not be inserted.

FOLLOWED IN EACH CASE

by the designator of the next ATS route segment, evenif the same as the previous one,

OR by DCT, if the flight to the next point will be outsidea designated route, unless both points are defined bygeographical coordinates.

Flights outside designated ATS routes

INSERT points normally not more than 30 minutes flyingtime or 370 km (200 NM) apart, including eachpoint at which a change of speed or level, a changeof track, or a change of flight rules is planned.

OR, when required by appropriate ATS authority(ies),

DEFINE the track of flights operating predominantly in aneast-west direction between 70°N and 70°S byreference to significant points formed by theintersections of half or whole degrees of latitudewith meridians spaced at intervals of 10 degrees oflongitude. For flights operating in areas outsidethose latitudes the tracks shall be defined bysignificant points formed by the intersection ofparallels of latitude with meridians normallyspaced at 20 degrees of longitude. The distancebetween significant points shall, as far as possible,not exceed one hour’s flight time. Additionalsignificant points shall be established as deemednecessary.

For flights operating predominantly in a north-southdirection, define tracks by reference to significantpoints formed by the intersection of whole degreesof longitude with specified parallels of latitudewhich are spaced at 5 degrees.

INSERT DCT between successive points unless both pointsare defined by geographical coordinates or bybearing and distance.

USE ONLY the conventions in (1) to (5) below andSEPARATE each sub-item by a space.

The coded designator assigned to the route or route segmentincluding, where appropriate, the coded designator assigned tothe standard departure or arrival route (e.g. BCN1, Bl, R14,UB10, KODAP2A).

Note.— Provisions for the application of routedesignators are contained in Annex 11, Appendix 1, whilstguidance material on the application of an RNP type to aspecific route segment(s), route(s) or area is contained inthe Manual on Required Navigation Performance (RNP)(Doc 9613).

The coded designator (2 to 5 characters) assigned to the point(e.g. LN, MAY, HADDY), or,

(c) Route (including changes of speed,(c) level and/or flight rules)

(1) ATS route (2 to 7 characters)

(2) Significant point (2 to 11 characters)

1/11/01

Appendix 2 A2-7

if no coded designator has been assigned, one of the followingways:

— Degrees only (7 characters):

2 figures describing latitude in degrees, followed by “N”(North) or “S” (South), followed by 3 figures describinglongitude in degrees, followed by “E” (East) or “W”(West). Make up the correct number of figures, wherenecessary, by insertion of zeros, e.g. 46N078W.

— Degrees and minutes (11 characters):

4 figures describing latitude in degrees and tens andunits of minutes followed by “N” (North) or “S”(South), followed by 5 figures describing longitude indegrees and tens and units of minutes, followed by “E”(East) or “W” (West). Make up the correct number offigures, where necessary, by insertion of zeros, e.g.4620N07805W.

— Bearing and distance from a navigation aid:

The identification of the navigation aid (normally aVOR), in the form of 2 or 3 characters, THEN thebearing from the aid in the form of 3 figures givingdegrees magnetic, THEN the distance from the aid in theform of 3 figures expressing nautical miles. Make up thecorrect number of figures, where necessary, by insertionof zeros — e.g. a point 180° magnetic at a distance of40 nautical miles from VOR “DUB” should beexpressed as DUB180040.

The point at which a change of speed (5% TAS or 0.01 Machor more) or a change of level is planned, expressed exactly asin (2) above, followed by an oblique stroke and both thecruising speed and the cruising level, expressed exactly as in(a) and (b) above, without a space between them, even whenonly one of these quantities will be changed.

Examples: LN/N0284A045MAY/N0305Fl80HADDY/N0420F3304602N07805W/N0500F35046N078W/M082F330DUB180040/N0350M0840

The point at which the change of flight rules is planned,expressed exactly as in (2) or (3) above as appropriate,followed by a space and one of the following:

VFR if from IFR to VFRIFR if from VFR to IFR

Examples: LN VFRLN/N0284A050 IFR

The letter C followed by an oblique stroke; THEN the point atwhich cruise climb is planned to start, expressed exactly as in(2) above, followed by an oblique stroke; THEN the speed tobe maintained during cruise climb, expressed exactly as in (a)above, followed by the two levels defining the layer to beoccupied during cruise climb, each level expressed exactly asin (b) above, or the level above which cruise climb is plannedfollowed by the letters PLUS, without a space between them.

Examples: C/48N050W/M082F290F350C/48N050W/M082F290PLUSC/52N050W/M220F580F620.

INSERT the ICAO four-letter location indicator of thedestination aerodrome followed, without a space, bythe total estimated elapsed time,

OR, if no location indicator has been assigned,

INSERT ZZZZ followed, without a space, by the totalestimated elapsed time, and SPECIFY in Item 18the name of the aerodrome, preceded by DEST/ .

(3)Change of speed or level (maximum 21 characters)

(4)Change of flight rules (maximum 3 characters)

(5) Cruise climb (maximum 28 characters)

ITEM 16: DESTINATION AERODROME ANDTOTAL ESTIMATED ELAPSED TIME,

ALTERNATE AERODROME(S)

Destination aerodrome and total estimated elapsed time (8 characters)

1/11/01


1/11/01

Note.— For a flight plan received from an aircraft inflight, the total estimated elapsed time is the estimated timefrom the first point of the route to which the flight planapplies.

INSERT the ICAO four-letter location indicator(s) of notmore than two alternate aerodromes, separated by aspace,

OR, if no location indicator has been assigned to thealternate aerodrome,

INSERT ZZZZ and SPECIFY in Item 18 the name of theaerodrome, preceded by ALTN/ .

INSERT 0 (zero) if no other information,

OR, any other necessary information in the preferredsequence shown hereunder, in the form of theappropriate indicator followed by an oblique strokeand the information to be recorded:

EET/ Significant points or FIR boundary designators andaccumulated estimated elapsed times to such pointsor FIR boundaries, when so prescribed on the basisof regional air navigation agreements, or by theappropriate ATS authority.

Examples: EET/CAP0745 XYZ0830Examples: EET/EINN0204

RIF/ The route details to the revised destinationaerodrome, followed by the ICAO four-letterlocation indicator of the aerodrome. The revisedroute is subject to reclearance in flight.

Examples: RIF/DTA HEC KLAXExamples: RIF/ESP G94 CLA YPPHExamples: RIF/LEMD

REG/ The registration markings of the aircraft, if differentfrom the aircraft identification in Item 7.

SEL/ SELCAL Code, if so prescribed by the appropriateATS authority.

OPR/ Name of the operator, if not obvious from theaircraft identification in Item 7.

STS/ Reason for special handling by ATS, e.g. hospitalaircraft, one engine inoperative, e.g. STS/HOSP,STS/ONE ENG INOP.

TYP/ Type(s) of aircraft, preceded if necessary bynumber(s) of aircraft, if ZZZZ is inserted in Item 9.

PER/ Aircraft performance data, if so prescribed by theappropriate ATS authority.

COM/ Significant data related to communicationequipment as required by the appropriate ATSauthority, e.g. COM/UHF only.

DAT/ Significant data related to data link capability, usingone or more of the letters S, H, V and M, e.g.DAT/S for satellite data link, DAT/H for HF datalink, DAT/V for VHF data link, DAT/M for SSRMode S data link.

NAV/ Significant data related to navigation equipment asrequired by the appropriate ATS authority.

DEP/ Name of departure aerodrome, if ZZZZ is inserted inItem 13, or the ICAO four-letter location indicatorof the location of the ATS unit from whichsupplementary flight plan data can be obtained, ifAFIL is inserted in Item 13.

DEST/ Name of destination aerodrome, if ZZZZ is insertedin Item 16.

ALTN/ Name of destination alternate aerodrome(s), if ZZZZis inserted in Item 16.

RALT/ Name of en-route alternate aerodrome(s).

CODE/ Aircraft address (expressed in the form of analphanumerical code of six hexadecimal characters)when required by the appropriate ATS authority.Example: “F00001” is the lowest aircraft addresscontained in the specific block administered byICAO.

RMK/ Any other plain language remarks when required bythe appropriate ATS authority or deemed necessary.

Alternate aerodrome(s) (4 characters)

ITEM 18: OTHER INFORMATION

24/11/05No. 4

Appendix 2 A2-9

After E/ INSERT a 4-figure group giving the fuelendurance in hours and minutes.

After P/ INSERT the total number of persons(passengers and crew) on board, whenrequired by the appropriate ATS authority.INSERT TBN (to be notified) if the totalnumber of persons is not known at the timeof filing.

R/ (RADIO) CROSS OUT U if UHF on frequency243.0 MHz is not available. CROSS OUT Vif VHF on frequency 121.5 MHz is notavailable. CROSS OUT E if emergencylocator transmitter (ELT) is not available.

J/ (JACKETS) CROSS OUT all indicators if life jackets arenot carried. CROSS OUT L if life jacketsare not equipped with lights. CROSS OUTF if life jackets are not equipped withfluorescein. CROSS OUT U or V or both asin R/ above to indicate radio capability ofjackets, if any.

(CAPACITY) INSERT total capacity, in persons, of alldinghies carried; and

(COVER) CROSS OUT indicator C if dinghies are notcovered; and

(COLOUR) INSERT colour of dinghies if carried.

N/ (REMARKS) CROSS OUT indicator N if no remarks, orINDICATE any other survival equipmentcarried and any other remarks regardingsurvival equipment.

C/ (PILOT) INSERT name of pilot-in-command.

2.3 Filed by

INSERT the name of the unit, agency or person filing theflight plan.

2.4 Acceptance of the flight plan

Indicate acceptance of the flight plan in the manner prescribedby the appropriate ATS authority.

2.5 Instructions for insertion of COM data

Items be completed

COMPLETE the top two shaded lines of the form, andCOMPLETE the third shaded line only when necessary, inaccordance with the provisions in PANS-ATM, Chapter 11,11.2.1.2, unless ATS prescribes otherwise.

ITEM 19: SUPPLEMENTARY INFORMATION

Endurance

Persons on board

Emergency and survival equipment

S/ (SURVIVALEQUIPMENT)

CROSS OUT all indicators if survivalequipment is not carried. CROSS OUT P ifpolar survival equipment is not carried.CROSS OUT D if desert survival equipmentis not carried. CROSS OUT M if maritimesurvival equipment is not carried. CROSSOUT J if jungle survival equipment is notcarried.

D/ (DINGHIES)(NUMBER)

CROSS OUT indicators D and C if nodinghies are carried, or INSERT number ofdinghies carried; and

A/ (AIRCRAFTCOLOUR ANDMARKINGS)

INSERT colour of aircraft and significantmarkings.

1/11/01


3. Instructions for the transmission ofa filed flight plan (FPL) message

Correction of obvious errors

Unless otherwise prescribed, CORRECT obvious format errorsand/or omissions (i.e. oblique strokes) to ensure adherence asspecified in Section 2.

Items to be transmitted

TRANSMIT items as indicated hereunder, unless otherwiseprescribed:

a) the items in the shaded lines, above Item 3;

b) commencing with <<≡ (FPL of Item 3:

all symbols and data in the unshaded boxes down tothe )<<≡ at the end of Item 18,

additional alignment functions as necessary toprevent the inclusion of more than 69 characters inany line of Items 15 or 18. The alignment functionis to be inserted only in lieu of a space so as not tobreak up a group of data,

letter shifts and figure shifts (not preprinted on theform) as necessary;

c) the AFTN Ending, as described below:

End-of-Text Signal

a) one LETTER SHIFT

b) two CARRIAGE RETURNS, one LINE FEED

Page-feed Sequence

Seven LINE FEEDS

End-of-Message Signal

Four of the letter N.

4. Instructions for the transmission ofa supplementary flight plan (SPL) message

Items to be transmitted

Transmit items as indicated hereunder, unless otherwiseprescribed:

a) AFTN Priority Indicator, Addressee Indicators <<≡,Filing Time, Originator Indicator <<≡ and, ifnecessary, specific identification of addresseesand/or originator;

b) commencing with <<≡ (SPL:

all symbols and data in the unshaded areas of boxes7, 16 and 18, except that the ‘)’ at the end of box 18is not to be transmitted, and then the symbols in theunshaded area of box 19 down to and including the)<<≡ of box 19,

additional alignment functions as necessary toprevent the inclusion of more than 69 characters inany line of Items 18 and 19. The alignment functionis to be inserted only in lieu of a space, so as not tobreak up a group of data,

letter shifts and figure shifts (not preprinted on theform) as necessary;

c) the AFTN Ending, as described below:

End-of-Text Signal

a) one LETTER SHIFT

b) two CARRIAGE RETURNS, one LINE FEED

Page-feed Sequence

Seven LINE FEEDS

End-of-Message Signal

Four of the letter N.

1/11/01

Appendix 2 A2-11

1/11/01

5. Example of a completed flight plan form

FILED BY / Déposé par

SPACE RESERVED FOR ADDITIONAL REQUIREMENTSEspace réservé à des fins supplémentaires

FLIGHT PLANPLAN DE VOL

PRIORITYPriorité

ADDRESSEE(S)Destinataire(s)

FF

(FPL

E P R

FILING TIMEHeure de dépôt

ORIGINATORExpéditeur

SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATORIdentification précise du(des) destinataire(s) et/ou de l'expéditeu r

3 MESSAGE TYPE Type de message

7 AIRCRAFT IDENTIFICATION Identification de l'aéronef

8 FLIGHT RULES Règles de vol

TYPE OF FLIGHTType de vol

9 NUMBER Nombre

TYPE OF AIRCRAFTType d'aéronef

WAKE TURBULENCE CAT.Cat. de turbulence de sillage

10 EQUIPMENT Équipemen t

/

/

/

/

/

/

/

/

/

/

/TIMEHeure

13 DEPARTURE AERODROME Aérodrome de départ

15 CRUISING SPEED Vitesse croisière

LEVELNiveau

ROUTERoute

ALTN AERODROMEAérodrome de dégagement

16 DESTINATION AERODROME Aérodrome de destinatio n

2ND ALTN AERODROMETOTAL EETDurée totale estimée

HR MIN

18 OTHER INFORMATION Renseignements divers

SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)Renseignements complémentaires (À NE PAS TRANSMETTRE DANS LES MESSAGES DE PLAN DE VOL DÉPOSÉ)

19 ENDURANCE Autonomie

HR MIN

EMERGENCY RADIORadio de secours

UHF VHF

VHFUHF

ELT

FLUORESFluores

LIGHTLampes

JUNGLEJungle

MARITIMEMaritime

DESERTDésert

POLARPolaire

SURVIVAL EQUIPMENT/Équipement de survie

DINGHIES/Canots

NUMBERNombre

CAPACITYCapacité

COVERCouverture

COLOURCouleur

AIRCRAFT COLOUR AND MARKINGSCouleur et marques de l'aéronef

)

)

PERSONS ON BOARDPersonnes à bord

REMARKSRemarques

PILOT-IN-COMMANDPilote commandant de bord

U

UFLJJMDPS

D

A

N

C

C

V

V

EJACKETS/Gilets de sauvetage

2 aérodrome de dégagemente

E H A A ZQZ X E B U R ZQZ X ED DY ZQZ X L F F F ZQ ZXL FR R ZQZ X L F BBZ QZX L E CMZ QZX L PPC ZQZ X

1 9 0 8 3 6 E H A M Z P Z X

A C F 4 0 2 I N

S CE A 3 0 H

E H A M 0 9 4 0

K 0 8 3 0 F 2 9 0 L EK 2B L E K U A 6 X MM/M O 7 8 F 3 3 0U A 6 PON UR IO N CHW U A 5 N T S D CT 46 1 1 N0 0 4 12 WD CT S TG UA 5 F TM FAT IM 1 A

L LP PP PT 0 02 3 R

R E G / F BV GA S E L / E J F LE E T / L P PCO 1 5 8

0 3 4 5 3 0 0

1 1 3 3 0 Y E LL OW

W HI TE

D E NKE

A IR CHAR TE R I N T.


1/11/01

6. ICAO model repetitive flight plan (RPL) listing formRE

PETI

TIVE

FLI

GHT

PLA

N LI

STIN

G

AO

PERA

TOR

BAD

DRES

SEE(

S)C

DEPA

RTUR

E AE

RODR

OM

E(S)

D

DATE

– –

– –

– –

– yy

mm

dd

E

SERI

AL N

O.

-–

––

–

F

PAG

E O

F

– –

/–

–

GSU

PPLE

MEN

TARY

DAT

A (It

em 1

9) A

T:

H + —

I

VALI

DUN

TIL

yym

mdd

J

VALI

DUN

TIL

yym

mdd

K

DAYS

OF

OPE

RATI

ON

L

AIRC

RAFT

IDEN

TIFI

-CA

TIO

N(It

em 7

)

M

TYPE

OF

AIRC

RAFT

AND

WAK

ETU

RBUL

ENCE

CATE

GO

RY(It

em 9

)

N

DEPA

RTUR

EAE

RODR

OM

EAN

DTI

ME

(Item

13)

O

ROUT

E (It

em 1

5)

CRUI

SING

P

DEST

INAT

ION

AERO

DRO

ME

AND

TOTA

LES

TIM

ATED

ELAP

SED

TIM

E(It

em 1

6)

Q

REM

ARKS

12

34

56

7SP

EED

LEVE

LRO

UTE

Appendix 2 A2-13

7. Instructions for the completion ofthe repetitive flight plan (RPL) listing form

7.1 General

List only flight plans that will operate in accordance with IFR.(Flight rules I in FPL format).

It is assumed that all aircraft are operating as scheduled flights(Type of flight S in FPL format), otherwise notify inQ (Remarks).

It is assumed that all aircraft operating on RPLs are equippedwith 4 096-code transponders with Modes A and C.Otherwise, notify in Q (Remarks).

List flight plans in alphabetical order of the location indicatorof the departure aerodrome.

List flight plans for each departure aerodrome in chronologicalorder of estimated off-block times.

Adhere closely to the data conventions as indicated for theFlight Plan Form (Appendix 3, 1.6) unless otherwisespecifically indicated in 7.4.

Insert all clock times in 4 figures UTC.

Insert all estimated elapsed times in 4 figures (hours andminutes).

Insert data on a separate line for each segment of operationswith one or more stops; i.e. from any departure aerodrome tothe next destination aerodrome even though call sign or flightnumber is the same for multiple segments.

Clearly identify additions and deletions in accordance withItem H at 7.4. Subsequent listings shall list the corrected andadded data, and deleted flight plans shall be omitted.

Number pages by indicating number of page and total numberof pages in submission.

Utilize more than one line for any RPL where the spaceprovided for items O and Q on one line is not sufficient.

7.2 A flight shall be cancelled as follows:

a) indicate a minus sign in Item H followed by all otheritems of the cancelled flight;

b) insert a subsequent entry denoted by a plus sign inItem H and the date of the last flight in Item J, withall other items of the cancelled flight unchanged.

7.3 Modification to a flight shall be made as follows:

a) carry out the cancellation as indicated in 7.2; and

b) insert a third entry giving the new flight plan(s) withthe appropriate items modified as necessary,including the new validity dates in Items I and J.

Note.— All entries related to the same flight will beinserted in succession in the order specified above.

7.4 Instructions for insertion of RPL data

Complete Items A to Q as indicated hereunder.

INSERT name of operator.

INSERT name of agency(ies) designated by States toadminister RPLs for FIRs or areas of responsibilityconcerned with the route of flight.

INSERT location indicator(s) of departure aerodrome(s).

INSERT on each page of submission the date (year, month,day) in a 6-figure group that the listing wassubmitted.

ITEM A: OPERATOR

ITEM B: ADDRESSEE(S)

ITEM C: DEPARTURE AERODROME(S)

ITEM D: DATE

1/11/01


INSERT serial number of submission (2 numerics) indicatinglast two digits of year, a dash, and the sequential no.of the submission for the year indicated (start withnumeral 1 each new year).

INSERT page number and total number of pages submitted.

INSERT name of contact where information normallyprovided under Item 19 of the FPL is kept readilyavailable and can be supplied without delay.

INSERT a minus sign (-) for each flight plan that is to bedeleted from the listing.

INSERT a plus sign (+) for each initial listing and, in the caseof subsequent submissions, for each flight plan notlisted in the previous submission.

Note.— No information is required under this item forany flight plan which is unchanged from the previoussubmission.

INSERT first date (year, month, day) upon which the flight isscheduled to operate.

INSERT last date (year, month, day) upon which the flight isscheduled to operate as listed, or

UFN if the duration is unknown.

INSERT number corresponding to the day of the week in theappropriate column;Monday = 1 through Sunday = 7.

INSERT 0 for each day of non-operation in the appropriatecolumn.

(Item 7 of the ICAO flight plan)

INSERT aircraft identification to be used for the flight.


INSERT appropriate ICAO designator as specified in ICAODoc 8643 — Aircraft Type Designators.

INSERT H, M or L indicator as appropriate:

H — HEAVY to indicate an aircraft type with amaximum certificated take-off mass of136 000 kg or more,

M — MEDIUM to indicate an aircraft type with amaximum certificated take-off mass of lessthan 136 000 kg but more than 7 000 kg,

L — LIGHT to indicate an aircraft type with amaximum certificated take-off mass of 7 000kg or less.


INSERT location indicator of the departure aerodrome.

ITEM E: SERIAL NO.

ITEM F: PAGE OF

ITEM G: SUPPLEMENTARY DATA AT

ITEM H: ENTRY TYPE

ITEM I: VALID FROM

ITEM J: VALID UNTIL

ITEM K: DAYS OF OPERATION

ITEM L: AIRCRAFT IDENTIFICATION

ITEM M: TYPE OF AIRCRAFT ANDWAKE TURBULENCE CATEGORY

ITEM N: DEPARTURE AERODROMEAND TIME

1/11/01

Appendix 2 A2-15

INSERT the off-block time, i.e. the estimated time that theaircraft will commence movement associated withdeparture.


INSERT the true airspeed for the first or whole cruisingportion of the flight in accordance with Item 15 (a)of the ICAO flight plan.

INSERT the planned cruising level for the first or wholeportion of the route in accordance with Item 15 (b)of the ICAO flight plan.

INSERT the entire route in accordance with Item 15 (c) of theICAO flight plan.


INSERT location indicator of the destination aerodrome.

INSERT the total estimated elapsed time.

INSERT items of information as required by the appropriateATS authority, items normally notified in Item 18 ofthe ICAO flight plan and any other informationpertinent to the flight of concern to ATS.

ITEM O: ROUTE

(a) Cruising speed

(b) Cruising level

(c) Route

ITEM P: DESTINATION AERODROME ANDTOTAL ESTIMATED ELAPSED TIME

ITEM Q: REMARKS

1/11/01


1/11/01

8. Example of a completed repetitive flight plan (RPL) listing form

REPE

TITI

VE F

LIG

HT P

LAN

LIST

ING

AO

PERA

TOR

BRITISH AIRWAYS

BAD

DRES

SEE(

S)

UK STORED FLIGHT PLAN

OFFICE EGTXZBZX

Chef de la Subdivision

informatique

9 rue de Champagne

91205 Athismons France

CDE

PART

URE

AERO

DRO

ME(

S)

EGLL

D

DATE

800305

– –

– –

– –

– yy

mm

dd

E

SERI

AL N

O.

80

-12

– –

– –

F

PAG

E O

F3

- 3

– –

/–

–

GSU

PPLE

MEN

TARY

DAT

A (It

em 1

9) A

T:

BAW Briefing Office

H + —

I

VALI

DUN

TIL

yym

mdd

J

VALI

DUN

TIL

yym

mdd

K

DAYS

OF

OPE

RATI

ON

L

AIRC

RAFT

IDEN

TIFI

-CA

TIO

N(It

em 7

)

M

TYPE

OF

AIRC

RAFT

AND

WAK

ETU

RBUL

ENCE

CATE

GO

RY(It

em 9

)

N

DEPA

RTUR

EAE

RODR

OM

EAN

DTI

ME

(Item

13)

O

ROUT

E (It

em 1

5)

CRUI

SING

P

DEST

INAT

ION

AERO

DRO

ME

AND

TOTA

LES

TIM

ATED

ELAP

SED

TIM

E(It

em 1

6)

Q

REM

ARKS

12

34

56

7SP

EED

LEVE

LRO

UTE

+8004018110311

23

45

67

BAW004

HS21

MEGLL

0700

N0440

F210

A1E UA1E DPE UA16 MAN

LFPG

0045

+8004018007311

23

45

67

BAW032

HS21

MEGLL

1800

N0440

F210


LFPG

0045

+8008018110311

03

05

07

BAW032

HS21

MEGLL

1800

N0440

F210


LFPG

0045

+8006018009300

00

00

07

BAW082

HS21

MEGLL

1805

N0450

F270

A1S UA1S RBT UA3 MTL

UA3W STP DCT GL

LFMN

0130

-8001038009300

00

00

67

BAW092

B737

MEGLL

1810

N0430

F190


LFPG

0400

CHARTERED ACFT

+8001038003150

00

00

67

BAW092

B737

MEGLL

1810

N0430

F190


LFPG

0400

CHARTERED ACFT

PANS-ATM A3-1 1/11/01

APPENDIX 3. AIR TRAFFIC SERVICES MESSAGES

1. Message contents, formats and data conventions

2. Examples of ATS messages


1. Message contents, formatsand data conventions

Note.— To facilitate description of the content and formatof air traffic services messages, both for interchange betweenunits without automatic data processing equipment and forinterchange between air traffic control computers, theelements of data to be included in the message are groupedinto “fields”. Each field contains a single element or a groupof related elements.

1.1 The standard types of message

The standard types of message established for the interchangeof ATS data, together with the associated Message TypeDesignators, are as follows:

1.2 The standard types of field

The standard fields of data permitted in ATS messages are asshown in the following table. The numbers in column 1correspond with those in the reference table on page A3-30.

1.3 Composition of thestandard types of message

The composition of each standard type of message, expressedas a standardized sequence of fields of data, shall be asprescribed in the reference table on page A3-30. Each messageshall contain all the fields prescribed.

1.4 Composition of thestandard types of field

The composition of each standard type of field, expressed as astandardized sequence of elements of data, or in some cases asa simple element, shall be as prescribed in the field tables onpages A3-5 to A3-29.

Note.— Each type of field contains at least one mandatoryelement and, except in Field Type 9, this is the first or onlyelement in the field. The rules for the inclusion or omission ofconditional elements are indicated in the field tables.

1.5 Structuring and punctuation

1.5.1 The beginning of the ATS data shall be indicatedon page copy by an Open Bracket ‘(’, which constitutes the

Messagecategory Message type

Messagetype

designator

Emergency AlertingRadio communication

failure

ALRRCF

Filed flight plan and associated update

Filed flight planModificationCancellationDelayDepartureArrival

FPLCHGCNLDLADEPARR

Coordination Current flight planEstimateCoordinationAcceptanceLogical acknowledgement

CPLESTCDNACPLAM

Supplementary Request flight planRequest supplementary

flight planSupplementary flight plan

RQPRQS

SPL

Fieldtype Data

3 Message type, number and reference data

5 Description of emergency

789

10

Aircraft identification and SSR Mode and CodeFlight rules and type of flightNumber and type of aircraft and wake

turbulence categoryEquipment

13141516

171819202122

Departure aerodrome and timeEstimate dataRouteDestination aerodrome and total estimated

elapsed time, alternate aerodrome(s)Arrival aerodrome and timeOther informationSupplementary informationAlerting search and rescue informationRadio failure informationAmendment

1/11/01

Appendix 3 A3-3

Start-of-ATS-Data Signal. This signal shall be used only asthe printed character immediately preceding the MessageType Designator.

Note.— In teletypewriter operation using InternationalTelegraph Alphabet No. 2, the open bracket is transmitted asthe Figures Case of Signal No. 11. On some teletypewritermachines, this will print as a symbol other than ‘(’, but thisvariation will be local and of no consequence. Where higherlevel codes are employed, the character printing as ‘(’ isused.

1.5.2 The beginning of each field, other than the first,shall be indicated by a single hyphen ‘–’, which constitutes theStart-of-Field Signal. This signal shall be used only as theprinted character preceding the first element of ATS data ineach field.

Note.— In teletypewriter operation using InternationalTelegraph Alphabet No. 2, the single hyphen is transmitted asthe Figures Case of Signal No. 1. On some teletypewritermachines, this will print as a symbol other than ‘–’, but thisvariation will be local and of no consequence. Where higherlevel codes are employed, the character printing as ‘–’ isused.

1.5.3 Elements within a field shall be separated by anoblique stroke ‘/’ (see Note 1), or a space (sp.) (see Note 2)only where so prescribed in the field tables on pages A3-5 toA3-29.

Note 1.— In teletypewriter operation using InternationalTelegraph Alphabet No. 2, the oblique stroke is transmitted asthe Figures Case of Signal No. 24. On some teletypewritermachines, this will print as a symbol other than ‘/’, but thisvariation will be local and of no consequence. Where higherlevel codes are employed, the character printing as ‘/’ isused.

Note 2.— In teletypewriter operation using InternationalTelegraph Alphabet No. 2, the space is transmitted as SignalNo. 31. Where higher level codes are employed, the characterwhich causes a space on page copy is to be used.

1.5.4 The end of the ATS data shall be indicated by aclose bracket ‘)’, which constitutes the End-of-ATS-DataSignal. This signal shall be used only as the printed characterimmediately following the last field in the message.

Note.— In teletypewriter operation using InternationalTelegraph Alphabet No. 2, the close bracket is transmitted as

Signal No. 12. On some teletypewriter machines, this willprint as a symbol other than ‘)’, but this variation will belocal and of no consequence. Where higher level codes areemployed, the character printing as ‘)’ is to be used.

1.5.5 When the standard ATS messages are prepared inteletypewriter form, an Alignment Function (two CarriageReturns followed by one Line Feed) shall be inserted:

a) prior to each of the fields so annotated in the referencetable on page A3-30;

b) in Fields Type 5 (Description of emergency), 15(Route), 18 (Other information), 19 (Supplementaryinformation), 20 (Alerting search and rescueinformation), 21 (Radio failure information) and 22(Amendment), whenever it is necessary to begin a newline on page copy (see Note). In such cases, theAlignment Function shall be inserted between two dataelements and shall not divide an element.

Note.— Annex 10, Volume II, prescribes that a lineof teletypewriter copy shall not contain more than 69characters.

1.6 Data conventions

1.6.1 Most of the conventions to be used in theexpression of ATS data in the messages are prescribed in thefield tables on pages A3-5 to A3-29, but the conventions forthe expression of level, position and route data are givenbelow to simplify the field tables.

1.6.2 The expression of level data

Four alternative conventions are available for the expression oflevel data:

a) “F” followed by 3 decimal numerics: indicates aFlight Level Number, i.e. Flight Level 330 isexpressed as “F330”;

b) “S” followed by 4 decimal numerics: indicatesStandard Metric Level in tens of metres, i.e. StandardMetric Level 11 300 metres (Flight Level 370) isexpressed as “S1130”;

c) “A” followed by 3 decimal numerics: indicates altitudein hundreds of feet, i.e. an altitude of 4 500 feet isexpressed as “A045”;

d) “M” followed by 4 decimal numerics: indicatesaltitude in tens of metres, i.e. an altitude of 8 400metres is expressed as “M0840”.

1/11/01


1.6.3 The expression of position or route

The following alternative data conventions shall be used forthe expression of position or route:

a) from 2 to 7 characters, being the coded designatorassigned to an ATS route to be flown;

b) from 2 to 5 characters, being the coded designatorassigned to an en-route point;

c) 4 numerics describing latitude in degrees and tens andunits of minutes, followed by “N” (meaning “North”)or “S” (South), followed by 5 numerics describinglongitude in degrees and tens and units of minutes,followed by “E” (East) or “W” (West). The correctnumber of numerics is to be made up, where neces-sary, by the insertion of zeros, e.g. “4620N07805W”;

d) 2 numerics describing latitude in degrees, followed by“N” (North) or “S” (South), followed by 3 numericsdescribing longitude in degrees, followed by “E”(East) or “W” (West). Again, the correct number ofnumerics is to be made up, where necessary, by theinsertion of zeros, e.g. “46N078W”;

e) 2 or 3 characters being the coded identification of anavigation aid (normally a VOR), followed by 3decimal numerics giving the bearing from the point indegrees magnetic followed by 3 decimal numericsgiving the distance from the point in nautical miles.The correct number of numerics is to be made up,where necessary, by the insertion of zeros, e.g. a pointat 180° magnetic at a distance of 40 nautical milesfrom VOR “FOJ” would be expressed as“FOJ180040”.

1.7 The detail of the fields

1.7.1 The elements of data prescribed or permitted to beincluded in each type of field, together with a prescription ofthe conditions or options permitted, are shown on pages A3-5to A3-29.

1.7.2 A key appears at the right-hand side of each of thefield pages; this key permits the sequence of fields in eachtype of message to be followed.

1.7.3 The first field in each message type is FieldType 3; on the page describing Field Type 3 a key indicatesthe field type number of the next field for each message. Onsubsequent field pages, the field type number of the previousfield is shown to permit back reference also. The Start-of-ATS-Data Signal ‘(’ is used in the key to indicate that there isno previous type of field; the End-of-ATS-Data Signal ‘)’ isused to indicate that there is no next type of field.

1.7.4 On the field pages,

1.8 Accuracy in the preparationof ATS messages

Where the standard ATS messages are transmitted byteletypewriter channels in areas where ATC computers areknown to be in use, the formats and data conventionsprescribed in the field tables on pages A3-5 to A3-29 shall beadhered to rigorously.

elements with a fixed number of charactersare shown diagrammatically as(three characters in this example)

elements of variable length are shown as

1/11/01

Appendix 3 A3-5

Field Type 3 — Message type, number and reference data

OPEN BRACKET

*Format: a b c

(a) Message Type Designator

3 LETTERS as follows:

ALRRCF

AlertingRadio communication failure

FPLCHGCNLDLADEPARR


CPLESTCDNACPLAM

Current flight planEstimateCoordinationAcceptanceLogical acknowledgement

RQPRQSSPL

Request flight planRequest supplementary flight planSupplementary flight plan

* Unless instructed otherwise, this field shall contain only the single element (a).Elements (b) or (b) and (c) are for use when messages are generated by, and/orexchanged between, the computer systems of ATS units.

(b) Message Number

1 to 4 LETTER(S) identifying the sending ATS unit, followed by

OBLIQUE STROKE (/) followed by

1 to 4 LETTER(S) identifying the receiving ATS unit, followed by

3 DECIMAL NUMERICS giving the serial number of this message in thesequence of messages transmitted by this unit tothe indicated receiving ATS unit.

FIELD TYPE 3

Previoustype offield orsymbol

This typeof field

is used in

Next typeof field

orsymbol

((

ALRRCF

57

((((((

FPLCHGCNLDLADEPARR

777777

(((((

CPLESTCDNACPLAM

7777)

(((

RQPRQSSPL

777

1/11/01


Field Type 3 (cont.)

Examples: (FPL(CNL(CHGA/B234A/B231(CPLA/B002

(c) Reference Data

1 to 4 LETTER(S) followed by OBLIQUE STROKE (/) followed by 1 to 4LETTER(S) followed by 3 DECIMAL NUMERICS, giving the “messagenumber” contained in element (b) of the operational message which began thesequence of messages of which this message is a part.

1/11/01

Appendix 3 A3-7

Field Type 5 — Description of emergency

SINGLE HYPHEN

OBLIQUE STROKE

OBLIQUE STROKE

Example: –ALERFA/EINNZQZX/REPORT OVERDUE

/ /Format: – a b c

(a) Phase of Emergency

oror

INCERFA if an uncertainty phase,ALERFA if an alert phase,DETRESFA if a distress phase

has been declared in respect of the aircraft concerned.

(b) Originator of Message

8 LETTERS, being the 4-letter ICAO location indicator plus the 3-letterdesignator of the ATS unit originating the message followed by the letter X or,if applicable, the one-letter designator identifying the division of the ATS unitoriginating the message.

(c) Nature of Emergency

SHORT PLAIN LANGUAGE TEXT, as necessary to explain the nature of theemergency, with natural spaces between the words.

FIELD TYPE 5


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3 ALR 7

1/11/01


Field Type 7 — Aircraft identification and SSR Mode and Code

SINGLE HYPHEN

OBLIQUE STROKE

Examples: –BAW902–SAS912/A5100

*

/Format: – (a) Max. 7 characters b c

(a) Aircraft Identification

NOT MORE THAN 7 CHARACTERS, being the aircraft identification shownin the filed flight plan and composed as specified in Appendix 2, Section 2.

* This field may be terminated here in messages relating to flights operating withinareas where SSR is not used, or when the SSR Code information is not known orwould not be meaningful to the accepting unit.

(b) SSR Mode

LETTER A giving the SSR Mode related to (c).

(c) SSR Code

4 NUMERICS giving the SSR Code assigned to the aircraft by ATS and transmitted in the Mode given in (b).

1/11/01

FIELD TYPE 7


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53

ALRRCF

821

333333

FPLCHGCNLDLADEPARR

81313131313

3333

CPLESTCDNACP

8131313

333

RQPRQSSPL

131313

Appendix 3 A3-9

Field Type 8 — Flight rules and type of flight

SINGLE HYPHEN

Examples: –V–IS

*Format: – a b

(a) Flight Rules

1 LETTER as follows:

I if IFRV if VFRY if IFR firstZ if VFR first

Note.— If the letter Y or Z is used, the point or points at which a change offlight rules is planned is to be shown as indicated in Field Type 15.

* This field shall be terminated here unless indication of the type of flight is requiredby the appropriate ATS authority.

(b) Type of flight


S if scheduled air transportN if non-scheduled air transportG if general aviationM if militaryX other flights

FIELD TYPE 8


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7 ALR 9

7 FPL 9

7 CPL 9

1/11/01


Field Type 9 — Number and type of aircraft and wake turbulence category

SINGLE HYPHEN

OBLIQUE STROKE

Examples: –DC3/M–B707/M–2FK27/M–ZZZZ/L–3ZZZZ/L–B747/H

/Format: – a b c

(a) Number of Aircraft (if more than one)

Note.— This element is included only in the case of formation flights.

1 OR 2 NUMERICS giving the number of aircraft in the flight.

(b) Type of Aircraft

2 to 4 CHARACTERS, being the appropriate designator chosen from ICAODoc 8643, Aircraft Type Designators, or

ZZZZ if no designator has been assigned or if there is more than one type ofaircraft in the flight.

Note.— If the letters ZZZZ are used, the type(s) of aircraft is (are) to be shownin the Other Information Field (see Field Type 18).

(c) Wake Turbulence Category

1 LETTER to indicate maximum certificated take-off mass of the aircraft:

H — HeavyM — MediumL — Light

1/11/01

FIELD TYPE 9


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8 ALR 10

8 FPL 10

8 CPL 10

Appendix 3 A3-11

Field Type 10 — Equipment

SINGLE HYPHEN

/Format: – a b

(a) Radio Communication, Navigation and Approach Aid Equipment


N no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is unserviceable

OR S Standard COM/NAV/approach aid equipment for the route to be flown is carried and serviceable (See Note 1)

AND/OR ONE OR MORE OF THE FOLLOWING LETTERS to indicate the COM/NAV/approach aid equipment serviceable

ABCDEFGHIJ

KL

(Not allocated)(Not allocated)LORAN CDME(Not allocated)ADF(GNSS)HF RTFInertial Navigation (Data link)(see Note 3)(MLS)ILS

MOPQR

TUVWXYZ

OmegaVOR(Not allocated)(Not allocated)RNP type certification(see Note 5)TACANUHF RTFVHF RTF

whenprescribedby ATS

Other equipment carried (see Note 2)

Note 1.— Standard equipment is considered to be VHF RTF, ADF, VOR and ILS,unless another combination is prescribed by the appropriate ATS authority.

Note 2.— If the letter Z is used, the equipment carried is to be specified in Item18, preceded by COM/ and/or NAV/ , as appropriate.

Note 3.— If the letter J is used, specify in Item 18 the equipment carried,preceded by DAT/ followed by one or more letters as appropriate.

Note 4.— Information on navigation capability is provided to ATC for clearanceand routing purposes.

Note 5.— Inclusion of letter R indicates that an aircraft meets the RNP typeprescribed for the route segment(s), route(s) and/or area concerned.

FIELD TYPE 10


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9 ALR 13

9 FPL 13

9 CPL 13

1/11/01



OBLIQUE STROKE

Examples: –S/A–SCHJ/CD–SAFJ/SD

(b) Surveillance Equipment

ONE OR TWO LETTERS to describe the serviceable surveillance equip-ment carried:

SSR equipment

NACX

P

I

S

NilTransponder — Mode A (4 digits — 4 096 codes)Transponder — Mode A (4 digits — 4 096 codes) and Mode CTransponder — Mode S without both aircraft identification andpressure-altitude transmissionTransponder — Mode S, including pressure-altitude transmission, butno aircraft identification transmissionTransponder — Mode S, including aircraft identification transmission,but no pressure-altitude transmissionTransponder — Mode S, including both pressure-altitude and aircraftidentification transmission

ADS equipment

D ADS capability

1/11/01

Appendix 3 A3-13

Field Type 13 — Departure aerodrome and time

SINGLE HYPHEN

Examples: –EHAM0730–AFIL1625

*

Format: – a b

(a) Departure Aerodrome

4 LETTERS, being

the ICAO four-letter location indicator allocated to the departure aerodrome,or

ZZZZ if no ICAO location indicator has been allocated (see Note 1) or if thedeparture aerodrome is not known, or

AFIL if the flight plan has been filed in the air (see Note 2).

Note 1.— If ZZZZ is used, the name of the departure aerodrome is to beshown in the Other Information Field (see Field Type 18) if this Field Type iscontained in the message.

Note 2.— If AFIL is used, the ATS unit from which supplementary flightdata can be obtained is to be shown in the Other Information Field (FieldType 18).

* This field shall be terminated here in message types CHG, CNL, ARR, CPL, EST, CDN, ACP and RQS. It shall be terminated here in message type RQP if the estimated off-block time is not known.

(b) Time

4 NUMERICS giving

the estimated off-block time at the aerodrome in (a) in FPL and DLAmessages transmitted before departure and in RQP message, if known, or

the actual time of departure from the aerodrome in (a) in ALR, DEP and SPLmessages, or

the actual or estimated time of departure from the first point shown in theRoute Field (see Field Type 15) in FPL messages derived from flight plansfiled in the air, as shown by the letters AFIL in (a).

FIELD TYPE 13


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10 ALR 15

1077777

FPLCHGCNLDLADEPARR

1516161616

(16)**17

10777

CPLESTCDNACP

14141616

777

RQPRQSSPL

161616

** Only in case of a diversionary landing

1/11/01


Field Type 14 — Estimate data

SINGLE HYPHEN

OBLIQUE STROKE

/*

Format: – a b c d e

(a) Boundary Point (see Note 1)

The BOUNDARY POINT expressed either by a designator consisting of 2 to5 characters, in Geographical Coordinates, in Abbreviated GeographicalCoordinates, or by bearing and distance from a designated point (e.g. a VOR).

Note 1.— This point may be an agreed point located close to, rather thanon, the FIR boundary.

Note 2.— See 1.6 for data conventions.

(b) Time at Boundary Point

4 NUMERICS giving the estimated time at the Boundary Point.

(c) Cleared Level

F followed by 3 NUMERICS, or

S followed by 4 NUMERICS, or

A followed by 3 NUMERICS, or

M followed by 4 NUMERICS

See data conventions in1.6 of this Appendix.

giving the cleared level at which the aircraft will cross the Boundary Point, ifin level cruising flight, or the cleared level to which it is proceeding, ifclimbing or descending at the Boundary Point.

* This field will be terminated here if the aircraft will cross the Boundary Pointin level cruising flight.

1/11/01

FIELD TYPE 14


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is used in

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13 CPL 15

13 EST 16

Appendix 3 A3-15


Examples: –LN/1746F160–CLN/1831F240F180A–5420N05000W/0417F290–LNX/1205F160F200B–ZD126028/0653F130

(d) Supplementary Crossing Data

A LEVEL, expressed as in (c), at or above which or at or below which (see(e)) the aircraft will cross the Boundary Point.

(e) Crossing Condition


A if the aircraft will cross the Boundary Point at or above the level in (d), or

B if the aircraft will cross the Boundary Point at or below the level in (d).

1/11/01


1/11/01

Field Type 15 — Route

SINGLE HYPHEN

SPACE

Format: – a b (sp) c

See Note in margin.

(a) Cruising Speed or Mach Number

The True Airspeed for the first or the whole cruising portion of the flight, interms of:

K followed by 4 NUMERICS giving the True Airspeed in kilometres per hour,or

N followed by 4 NUMERICS giving the True Airspeed in knots, or

when so prescribed by the appropriate ATS authority, M followed by 3NUMERICS giving the true Mach Number to the nearest hundredth of unitMach.

(b) Requested Cruising Level

F followed by 3 NUMERICS, or

S followed by 4 NUMERICS, or

A followed by 3 NUMERICS, or

M followed by 4 NUMERICS, or

See data conventions in1.6 of this Appendix.

VFR.

followed by a string of elements/groups of elements of the following seventypes separated by SPACES, in whatever sequence is necessary to describe theroute in an unambiguous manner (see Appendix 2, Section 2).

Note.— Further element groups ofelements (c) should be added, asnecessary, each to be preceded by aspace.

FIELD TYPE 15


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is used in

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13 ALR 16

13 FPL 16

14 CPL 16

24/11/05No. 4

Appendix 3 A3-17


(c1) Standard Departure Route

The designator for the Standard Departure Route from the aerodrome ofdeparture to the first significant point on the defined route to be flown.

Note 1.— See data convention in 1.6.3 a) of this Appendix.

Note 2.— Element (c1) may be followed by (c3) or (c4).

Note 3.— Standard Departure Route need be included only whereappropriate.

(c2) ATS Route Designator

Note 1.— See data convention in 1.6.3 a) of this Appendix.

Note 2.— Element (c2) may be followed by (c3) or (c4) only.

(c3) Significant Point

Note.— See alternative data conventions in 1.6.3 b), c), d) and e) ofthis Appendix.

(c4) Significant Point/Cruising Speed and Cruising Level

SIGNIFICANT POINT (as in element (c3))

OBLIQUE STROKE

CRUISING SPEED OR MACH NUMBER (as in element (a))

REQUESTED CRUISING LEVEL (as in element (b)).

1/11/01



Examples: –K0410S1500 A4 CCV R11–K0290A120 BR 614–N0460F290 LEK2B LEK UA6 FNE UA6 XMM/M078F330 UA6N PON UR10NCHW UA5 NTS DCT 4611N00412W DCT STG UA5 FTM FATIM1A–M082F310 BCN1G BCN UG1 52N015W 52N020W 52N030W 50N040W49N050W DCT YQX–N0420F310 R10 UB19 CGC UA25 DIN/N0420F330 UR14 IBY UR1 MID

(c5) Indicator

VFR if a change to VFR is to be made at the preceding point, or

IFR if a change to IFR is to be made at the preceding point, or

DCT if the flight to the next point will be outside a designated route,unless both points are defined by geographical coordinates or bybearing and distance.

T if the route description is truncated at the preceding point and theremainder is to be sought in a previously transmitted FPL or otherdata.

Note 1.— Element (c5) may follow (c3) or (c4) and (c6) only.

Note 2.— When used, T must conclude the Route Field.

(c6) Cruise Climb

The letter C followed by an oblique stroke; then the point at which cruiseclimb is planned to start, expressed exactly as in (c3) above, followed by anoblique stroke; then the speed to be maintained during cruise climb expressedexactly as in (a) above followed by the two levels defining the layer to beoccupied during cruise climb; each level expressed as in (b) above, or thelevel above which cruise climb is planned, followed by the letters PLUS,without a space between them.

(c7) Standard Arrival Route

The designator for the Standard Arrival Route from the point of leaving thedefined route to the point at which the approach procedure is initiated.

Note.— Standard Arrival Route need only be included where appropriate.

1/11/01

Appendix 3 A3-19

Field Type 16 — Destination aerodrome and total estimatedField Type 16 — eelapsed time, alternate aerodrome(s)

SINGLE HYPHEN

* **


See Note in marginon page A3-20.

(a) Destination Aerodrome

4 LETTERS, being

the ICAO four-letter location indicator allocated to the destinationaerodrome, or

ZZZZ if no ICAO location indicator has been allocated.

Note.— If ZZZZ is used, the name of the destination aerodrome is to beshown in the Other Information Field (see Field Type 18).

* This field is to be terminated here in all message types other than ALR, FPL and SPL.

(b) Total Estimated Elapsed Time

4 NUMERICS, giving

the total estimated elapsed time.

** This field may be terminated here in FPL messages when so agreed betweenthe ATS units concerned or prescribed on the basis of regional air navigationagreements.

FIELD TYPE 16


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is used in

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15 ALR 18

151313131313

FPLCHGCNLDLADEP

ARR***

1822)))

17

15141313

CPLESTCDNACP

18)

22)

1313

RQSSPL

)18

***Only in case of a diversionary landing.

1/11/01



SPACE

(c) Alternate Aerodrome(s)

Note.— One further element of (c)should be added, as necessary,preceded by a space.

4 LETTERS, being

the ICAO four-letter location indicator allocated to an alternate aerodrome, or


Note.— If ZZZZ is used, the name of the alternate aerodrome is to be shownin the Other Information Field (see Field Type 18).

Examples: –EINN0630–EHAM0645 EBBR–EHAM0645 EBBR EDDL

1/11/01

Appendix 3 A3-21

Field Type 17 — Arrival aerodrome and time

SINGLE HYPHEN

SPACE

Examples: –EHAM1433–ZZZZ1620 DEN HELDER

*


(a) Arrival Aerodrome

4 LETTERS, being

the ICAO four-letter location indicator allocated to the arrival aerodrome, or


(b) Time of Arrival

4 NUMERICS, giving

the actual time of arrival.

* This field is to be terminated here if an ICAO location indicator has beenallocated to the arrival aerodrome.

(c) Arrival Aerodrome

Name of arrival aerodrome, if ZZZZ is inserted in (a).

FIELD TYPE 17


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is used in

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13(16)**

ARR )

** Only in case of a diversionary landing.

1/11/01


Field Type 18 — Other information

SINGLE HYPHEN

Format: – a

orFormat: – (sp) (sp) * (sp)

(* additional elements as necessary)

(a) 0 (zero) if no other information

OR

Any other necessary information in the preferred sequence shown hereunder, in theform of the appropriate abbreviation followed by an oblique stroke and theinformation to be recorded:

EET/ Significant points or FIR boundary designators and accumulatedestimated elapsed times over such points or FIR boundaries, when soprescribed on the basis of regional air navigation agreements, or by theappropriate ATS authority.

Examples: EET/CAP0745 XYZ0830EET/EINN0204

RIF/ The route details to the revised destination aerodrome, followed by theICAO four-letter location indicator of the aerodrome. The revised route issubject to reclearance in flight.

Examples: RIF/DTA HEC KLAXRIF/ESP G94 CLA APPHRIF/LEMD

REG/ The registration markings of the aircraft, only if necessary and if differentfrom the aircraft identification in Item 7.

SEL/ SELCAL Code, if so prescribed by the appropriate ATS authority.

OPR/ Name of the operator, if not obvious from the aircraft identification inItem 7.

1/11/01

FIELD TYPE 18


This typeof field

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16 ALR 19

16 FPL )

16 CPL )

16 SPL 19

Appendix 3 A3-23


Examples: –0–EET/15W0315 20W0337 30W0420 40W0502–STS/ONE ENG INOP–DAT/S

STS/ Reason for special handling by ATS e.g. hospital aircraft, one engineinoperative, e.g. STS/HOSP, STS/ONE ENG INOP.

TYP/ Type(s) of aircraft, preceded if necessary by number(s) of aircraft, if ZZZZ isused in Item 9.

PER/ Aircraft performance data, if so prescribed by the appropriate ATS authority.

COM/ Significant data related to communication equipment as required by theappropriate ATS authority, e.g. COM/UHF only.

DAT/ Significant data related to data link capability, using one or more of the lettersS, H, V and M, e.g. DAT/S for satellite data link, DAT/H for HF data link,DAT/V for VHF data link, DAT/M for SSR Mode S data link.

NAV/ Significant data related to navigation equipment as required by the appropriateATS authority.

DEP/ Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAOfour-letter location indicator of the location of the ATS unit from whichsupplementary flight plan data can be obtained, if AFIL is inserted in Item 13.

DEST/ Name of destination aerodrome, if ZZZZ is inserted in Item 16.

ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16.

RALT/ Name of en-route alternate aerodrome(s).

CODE/ Aircraft address (expressed in the form of an alphanumerical code of sixhexadecimal characters) when required by the appropriate ATS authority.Example: “F00001” is the lowest aircraft address contained in the specificblock administered by ICAO.

RMK/ Any other plain language remarks when required by the appropriate ATSauthority or deemed necessary by the pilot-in-command for the provision of airtraffic services.

1/11/01


Field Type 19 — Supplementary information

SINGLE HYPHEN

Format: – (sp) (sp) * (sp)

(* additional elements as necessary)

This field consists of such supplementary information as is available, organized intoa string of elements separated by spaces.

The permissible elements in their proper sequence are:

(a) E/ followed by 4 NUMERICS giving the fuel endurance in hours andminutes.

(b) P/ followed by 1, 2 or 3 NUMERICS giving the total number of persons onboard, when so prescribed by the appropriate ATS authority.

(c) R/ followed by one or more of the following, without spaces:

U if frequency 243.0 MHz (UHF) is available,V if frequency 121.5 MHz (VHF) is available,E if emergency locator transmitter (ELT) is available.

(d) S/ followed by one or more of the following, without spaces:

P if polar survival equipment is carried,D if desert survival equipment is carried,M if maritime survival equipment is carried,J if jungle survival equipment is carried.

(e) J/ followed by one or more of the following, without spaces:

L if the life jackets are equipped with lights,F if they are equipped with fluorescein, followed by space followed byU if any life jacket radio is equipped with UHF on frequency

243.0 MHz,V if any life jacket radio is equipped with VHF on frequency

121.5 MHz.

1/11/01

FIELD TYPE 19


This typeof field

is used in

Next typeof field

orsymbol

18 ALR 20

18 SPL )

Appendix 3 A3-25


Example: –E/0745 P/6 R/VE S/M J/L D/2 8 C YELLOWA/YELLOW RED TAIL N145E C/SMITH

(f) D/ followed by one or more of the following, separated by spaces:

2 NUMERICS giving the number of dinghies carried,

3 NUMERICS giving the total capacity, in persons carried, of alldinghies.

C if dinghies are covered.

The colour of the dinghies (e.g. RED).

(g) A/ followed by one or more of the following, separated by spaces:

The colour of the aircraft.Significant markings (this may include the aircraft registration).

(h) N/ followed by plain language indicating any other survival equipmentcarried and any other useful remarks.

(i) C/ followed by the name of the pilot-in-command.

1/11/01


Field Type 20 — Alerting search and rescue information

SINGLE HYPHEN


(*EIGHT elements in all)

This field consists of the following specified sequence of elements separated by spaces.Any information not available should be shown as “NIL” or “NOT KNOWN” and notsimply omitted.

(a) Identity of Operator

The ICAO two-letter designator of the aircraft operating agency or, if this hasnot been assigned, the name of the operator.

(b) Unit which made Last Contact

6 LETTERS consisting of the 4-letter ICAO location indicator followed bythe 2-letter designator which together identify the ATS unit which made thelast two-way contact or, if these are not available, some other description ofthe unit.

(c) Time of Last Two-way Contact

4 NUMERICS giving the time of the last two-way contact.

(d) Frequency of Last Contact

NUMERICS as necessary giving the transmitting/receiving frequency of thelast contact.

(e) Last Reported Position

The last reported position expressed in one of the data conventions of 1.6 ofthis Appendix followed by the time over that position.

1/11/01

FIELD TYPE 20


This typeof field

is used in

Next typeof field

orsymbol

19 ALR )

Appendix 3 A3-27


Example: –USAF LGGGZAZX 1022 126.7 GN 1022PILOT REPORT OVER NDB ATS UNITSATHENS FIR ALERTED NIL

(f) Method of Determining Last Known Position

Plain language text as necessary.

(g) Action Taken by Reporting Unit


(h) Other Pertinent Information


1/11/01


Field Type 21 — Radio failure information

SINGLE HYPHEN

Example: –1232 121.3 CLA 1229 TRANSMITTING ONLY 126.7LAST POSITION CONFIRMED BY RADAR


(*SIX elements in all)

This field consists of the following specified sequence of elements preceded by asingle hyphen and separated by spaces. Any information not available is to be shownas “NIL” or “NOT KNOWN” and not simply omitted.

(a) Time of Last Two-way Contact

4 NUMERICS giving the time of the last two-way contact with the aircraft.

(b) Frequency of Last Contact

NUMERICS as necessary giving the transmitting/receiving frequency of thelast two-way contact with the aircraft.

(c) Last Reported Position

The last reported position expressed in one of the data conventions of 1.6 ofthis Appendix.

(d) Time at Last Reported Position

4 NUMERICS giving the time at the last reported position.

(e) Remaining COM Capability

LETTERS as necessary identifying the remaining COM capability of theaircraft, if known, using the convention of Field Type 10, or in plain language.

(f) Any Necessary Remarks


1/11/01

FIELD TYPE 21


This typeof field

is used in

Next typeof field

orsymbol

7 RCF )

Appendix 3 A3-29

Field Type 22 — Amendment

SINGLE HYPHEN

/

Format: – a / b

(a) Field Indicator

ONE OR TWO NUMERICS giving the type number of the field to beamended.

OBLIQUE STROKE

(b) Amended Data

The complete and amended data of the field indicated in (a), constructed asspecified for that field.

Example of amendment of Field Type 8 (Flight Rules and Type of Flight) toIN:

–8/IN

Example of amendment of Field Type 14 (Estimate Data):

–14/ENO/0145F290A090A

Example of amendment of Fields Type 8 (Flight Rules and Type of Flight)and 14 (Estimate Data):

–8/I-14/ENO/0148F290A110A

FIELD TYPE 22


This typeof field

is used in

Next typeof field

orsymbol

16 CHG *22 or)

16 CDN *22 or)

* Indicates that further fields of this type may be added.

1/11/01


1/11/01

RULES FOR THE COMPOSITION OF ATS MESSAGES(See Sections 1.3 to 1.8 of this Appendix)

Composition of the standard types of message

The composition of each standard type ofmessage, expressed as a standardized sequenceof fields of data shall be as prescribed in thereference table on this page. Each message shallcontain all the fields prescribed.

Composition of the standard types of field

The composition of each standard type offield, expressed as a standardized sequence ofelements of data, or in some cases as a simpleelement, shall be as prescribed in the field tableson pages A3-5 to A3-29.

Note.— Each type of field contains at leastone mandatory element and, except in Field Type9, this is the first or only element in the field. Therules for the inclusion or omission of optionalelements are indicated in the field tables.

Structuring and punctuation

The beginning of the ATS data shall beindicated on page copy by an open bracket ‘(’,which constitutes the Start-of-ATS-Data Signal.This signal shall be used only as the printedcharacter immediately preceding the MessageType Designator.

Note.— In teletypewriter operation usingInternational Telegraph Alphabet No. 2, the openbracket is transmitted as the Figures Case ofSignal No. 11. On some teletypewriter machines,this will print as a symbol other than ‘(’, but thisvariation will be local and of no consequence.Where higher level codes are employed, thecharacter printing as ‘(’ is used.

The beginning of each field, other than thefirst, shall be indicated by a single hyphen ‘-’, whichconstitutes the Start-of-Field Signal. This signalshall be used only as the printed characterpreceding the first element of ATS data in eachfield.

Note.— In teletypewriter operation usingInternational Telegraph Alphabet No. 2, singlehyphen is transmitted as the Figures Case ofSignal No. 1. On some teletypewriter machines,this will print as a symbol other than ‘-’, but thisvariation will be local and of no consequence.Where higher level codes are employed, thecharacter printing as ‘-’ is used.

Elements within a field shall be separated byan oblique stroke ‘/’ (see Note 1) or a space (sp)(see Note 2) only where so prescribed in the fieldtables on pages A3-5 to A3-29.

Note 1.— In teletypewriter operation usingInternational Telegraph Alphabet No. 2, the obliquestroke is transmitted as the Figures Case of SignalNo. 24. On some teletypewriter machines, this willprint as a symbol other than ‘/’, but this variation willbe local and of no consequence. Where higherlevel codes are employed, the character printing as‘/’ is used.

Note 2.— In teletypewriter operation usingInternational Telegraph Alphabet No. 2, the spaceis transmitted as Signal No. 31. Where higher level

codes are employed, the character which causes aspace on page copy is to be used.

The end of the ATS data shall be indicated bya close bracket ‘)’, which constitutes the End-of-ATS-Data Signal. This signal shall be used only asthe printed character immediately following the lastfield in the message.

Note.— In teletypewriter operation usingInternational Telegraph Alphabet No. 2, the closebracket is transmitted as Signal No. 12. On someteletypewriter machines, this will print as a symbolother than ‘)’, but this variation will be local and ofno consequence. Where higher level codes areemployed, the character printing as ‘)’ is to beused.

When the standard ATS messages areprepared in teletypewriter form, an AlignmentFunction (two Carriage Returns followed by oneLine Feed) shall be inserted:

(a) prior to each of the fields so annotated in thereference table on this page;

(b) in Fields Type 5 (Description of emergency),15 (Route), 18 (Other information), 19(Supplementary information), 20 (Alertingsearch and rescue information), 21 (Radiofailure information) and 22 (Amendment),whenever it is necessary to begin a new lineon page copy (see Note). In such cases, theAlignment Function shall be inserted betweentwo data elements and shall not divide anelement.

Note.— Annex 10 prescribes that a lineof teletypewriter copy shall not contain morethan 69 characters.

Data conventions

Most of the conventions to be used in theexpression of ATS data in the messages areprescribed in the field tables on pages A3-5 toA3-29, but the conventions for the expression oflevel, position and route data are given below.

The expression of level data

Four alternative conventions are available forthe expression of level data:

(a) “F” followed by 3 decimal numerics:indicates a Flight Level Number, i.e. FlightLevel 340 is expressed as “F340”;

(b) “S” followed by 4 decimal numerics:indicates a Standard Metric Level in tens ofmetres, i.e. Standard Metric Level 11 300 m(Flight Level 370) is expressed as “S1130”;

(c) “A” followed by 3 decimal numerics:indicates altitude in hundreds of feet, i.e.an altitude of 4 500 feet is expressed as“A045”;

(d) “M” followed by 4 decimal numerics:indicates altitude in tens of metres, i.e. analtitude of 8 100 metres is expressed as“M0810”.

The expression of position or route

The following alternative data conventionsshall be used for the expression of position orroute:

(a) from 2 to 7 characters, being the codeddesignator assigned to an ATS route to beflown;

(b) from 2 to 5 characters, being the codeddesignator assigned to an en-route point;

(c) 4 numerics describing latitude in tens andunits of degrees and tens and units ofminutes, followed by “N” (meaning “North”) or“S” (South), followed by 5 numerics describinglongitude in hundreds, tens and units ofdegrees and tens and units of minutes,followed by “E” (East) or “W” (West). Thecorrect number of numerics is to be made up,where necessary, by insertion of zeros, e.g.“4620N07805W”;

(d) 2 decimal numerics describing latitude indegrees, followed by “N” (North) or “S”(South), followed by 3 decimal numericsdescribing longitude in degrees, followed by“E” (East) or “W” (West). Again, the correctnumber of numerics is to be made up, wherenecessary, by insertion of zeros, e.g.“46N078W”;

(e) 2 or 3 characters being the coded identi-fication of a navigation aid (normally a VOR),followed by 3 decimal numerics giving thebearing from the point in degrees magneticfollowed by 3 decimal numerics giving thedistance from the point in nautical miles. Thecorrect number of numerics is to be made up,where necessary, by insertion of zeros, e.g. apoint at 180° magnetic at a distance of40 nautical miles from VOR “FOJ” would beexpressed as “FOJ180040”.

The detail of the fields

The elements of data prescribed or permittedto be included in each type of field, together with aprescription of the conditions or options permitted,are shown on pages A3-5 to A3-29.

A key appears at the right-hand side of eachof the field pages; this key permits the sequence offields in each type of message to be followed.

On the field pages,

Accuracy in the preparation of ATS messages

Where the standard ATS messages aretransmitted by teletypewriter channels in areaswhere ATC computers are known to be in use, theformats and data conventions prescribed inthe field tables on pages A3-5 to A3-29 shall beadhered to rigorously.

elements with a fixed number ofcharacters are shown diagrammaticallyas (three characters in this example)

elements of variable length are shownas

STANDARD ATS MESSAGES AND THEIR COMPOSITION

9 13

13

13

13

13 14

13

13

13

14

13

13

13

13

13

13

15 16

16

16

16

16

16 17

15 18

18 19

9 16

16

16

16

16

16

16

18

15 16

21

18 19 203 5

3

3

3

3

3

3 7

7

7

3

3

3

3

3

3 7

7

7

7 8 10

7

7

7

7

7

3

3

3 7

7

7

9

8

8

10

10

Desti

natio

n aero

drome

and t

otal e

stima

ted

elaps

ed tim

e, alt

ernate

aerod

rome(s

)

FIELD TYPE NUMBERS

Supplementarymessages

Coordinationmessages

Field flightplan messagesand associatedupdatemessages

Emergencymessages

22

22

Amen

dmen

t

Radio

failur

e info

rmati

on

Alertin

g sea

rch an

d res

cue i

nform

ation

DESIGNATOR

MESSAGE TYPE

AlertingRadiocommunicationfailure

Filed flight plan

Delay

Modification

Flight plan cancellation

Departure

Arrival

Current flight plan

Estimate

Coordination

AcceptanceLogical acknowledgementmessage

Request flight planRequest supplementaryflight planSupplementary flight plan

Supp

lemen

tary in

forma

tion

Othe

r infor

matio

n

Arriva

l aero

drome

and t

ime

Depa

rture

aerod

rome a

nd tim

eRo

ute

Estim

ate da

ta

This field is repeatedas necessary.

This field begins a new linewhen the message is printed inpage teletypewriter form.

Not c

urren

tly us

ed

Not c

urren

tly us

ed

Not c

urren

tly us

ed

Not c

urren

tly us

ed

Not c

urren

tly us

ed

Equip

ment

Numb

er an

d typ

e of a

ircraf

t and

wake

turbu

lence

categ

ory

Fligh

t rules

and t

ype o

f fligh

t

Aircra

ft ide

ntific

ation

and S

SR M

ode

and C

ode

Not c

urren

tly us

ed

Desc

riptio

n of e

merge

ncy

Mess

age t

ype,

numbe

r and

refere

nce d

ata

MESS

AGE F

IELDS

ALR

RCF

FPL

DLA

CHG

CNL

DEP

ARR

CPL

EST

CDN

ACP

LAM

RQP

RQS

SPL

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Appendix 3 A3-31

2. Examples of ATS messages

2.1 Table of contents

Note 1.— Only the ATS information, i.e. in AFTN messages only the AFTN text, is shown.

Note 2.— The numbers in the composition diagrams correspond to the field type numbers used in Section 1 of this Appendix.

2.2 Emergency messages

2.2.1 Alerting (ALR) message

2.2.1.1 Composition

Message category Message typeMessage type

designator Paragraph

Emergency AlertingRadio communication failure

ALRRCF

2.2.12.2.2

Filed flight plan and associated update


FPLCHGCNLDLADEPARR

2.3.12.3.22.3.32.3.42.3.52.3.6

Coordination Current flight planEstimateCoordinationAcceptanceLogical acknowledgement

CPLESTCDNACPLAM

2.4.12.4.22.4.32.4.42.4.5

Supplementary Request flight planRequest supplementary flight planSupplementary flight plan

RQPRQSSPL

2.5.12.5.22.5.3

(3Message type, numberand reference data

–

5Description of emergency

–

7Aircraft identification and SSR Mode and Code

–

8Flight rules andtype of flight

1/11/01


2.2.1.2 Example

The following is an example of an alerting message relating to an uncertainty phase, sent by Athens Approach Control to BelgradeCentre and other ATS units, in respect of a flight from Athens to Munich.

(ALR-INCERFA/LGGGZAZX/OVERDUE–FOX236/A3600-IM–C141/H-S/CD–LGAT1020–N0430F220 B9 3910N02230W/N0415F240 B9 IVA/N0415F180 B9–EDDM0227 EDDF–EET/LYBE0020 EDMI0133 REG/A43213 OPR/USAF RMK/NOPOSITION REPORT SINCE DEP PLUS 2 MINUTES

–9Type of aircraft andwake turbulence category

–10Equipment

13Departure aerodromeand time

–15Route (using more than one line if necessary)

16Destination aerodrome and total estimated elapsed time, alternate aerodrome(s)

–18Other information (using more than one line if necessary)

–19Supplementary information (using more than one line if necessary)

–20Alerting search and rescue information (using more than one line if necessary)

)

1/11/01

Appendix 3 A3-33

–E/0720 P/12 R/UV J/LF D/02 014 C ORANGE A/SILVER C/SIGGAH–USAF LGGGZAZX 1022 126.7 GN 1022 PILOT REPORT OVER NDB ATSUNITS ATHENS FIR ALERTED NIL)

2.2.1.2.1 Meaning

Alerting message — uncertainty phase declared by Athens due no position reports and no radio contact since two minutes afterdeparture — aircraft identification FOX236 — IFR, military flight — Starlifter, heavy wake turbulence category, equipped withstandard communications, navigation and approach aid equipment for the route, SSR transponder with Modes A (4 096 codecapability) and C — ADS capability — last assigned Code 3624 — departed Athens 1020 UTC — cruising speed for first portionof route 430 knots, first requested cruising level FL 220 — proceeding on airway Blue 9 to 3910N2230W where TAS would bechanged to 415 knots — proceeding on airway Blue 9 to Ivanic Grad VOR where FL 180 would be requested, maintaining TASof 415 knots — proceeding on airway Blue 9 to Munich, total estimated elapsed time 2 hours and 27 minutes — alternate isFrankfurt — accumulated estimated elapsed times at the Belgrade and Munich FIR boundaries 20 minutes and 1 hour and 33minutes respectively — aircraft registration A43213 — the aircraft is operated by the USAF — no position report has been receivedsince 2 minutes after departure — endurance 7 hours and 20 minutes after take-off — 12 persons on board — portable radioequipment working on VHF 121.5 MHz and UHF 243 MHz is carried — life jackets fitted with lights and fluorescein are carried— 2 dinghies with orange covers are carried, have a total capacity for 14 persons — aircraft colour is silver — pilot’s name isSIGGAH — operator is USAF — Athens approach control was the last unit to make contact at 1022 UTC on 126.7 MHz whenpilot reported over GN runway locator beacon — Athens approach control have alerted all ATS units within Athens FIR — noother pertinent information.

2.2.2 Radio communication failure (RCF) message

2.2.2.1 Composition

2.2.2.2 Example

The following is an example of a message sent from London to Amsterdam informing that centre of a radio communication failureon a flight that has been cleared to it. The related flight plan shows that the aircraft is not equipped with an SSR transponder.

(RCF-GAGAB–1231 121.3 CLA 1229 TRANSMITTING ONLY 126.7 MHZ LAST POSITION CONFIRMED BY RADAR)

2.2.2.2.1 Meaning

Radio communication failure message — aircraft identification GAGAB — no SSR Code assigned — last communication withLondon Centre 1232 UTC on 121.3 MHz — last reported position was Clacton VOR, at 1229 UTC — remaining COM capability:last heard transmitting on 126.7 MHz — position report at Clacton observed by radar.


–


–21Radio failure information (using more than one line if necessary)

)

1/11/01


2.3 Filed flight plan and associated update messages

2.3.1 Filed flight plan (FPL) message

2.3.1.1 Composition

2.3.1.2 Example

The following is an example of a filed flight plan message sent by London Airport to Shannon, Shanwick and Gander Centres. Themessage may also be sent to the London Centre or the data may be passed to that centre by voice.

(FPL-TPR101-IS–B707M-CHOPV/CD–EGLL1400–N0450F310 G1 UG1 STU285036/M082F310 UG1 52N015W52N020W 52N030W 50N040W 49N050W–CYQX0455 CYYR–EET/EINN0026 EGGX0111 20W0136 CYQX0228 40W0330 50W0415 SEL/FJEL)


–


–


–

9Type of aircraft andwake turbulence category

–

10Equipment

–



–16Destination aerodrome and total estimated elapsed time, alternate aerodrome(s)


)

1/11/01

Appendix 3 A3-35

2.3.1.2.1 Meaning

Filed flight plan message — aircraft identification TPR101 — IFR, scheduled flight — a Boeing 707, medium wake turbulencecategory equipped with Loran C, HF RTF, VOR, Doppler, VHF RTF and SSR transponder with Modes A (4 096 code capability)and C — ADS capability — departure aerodrome is London, estimated off-block time 1400 UTC — cruising speed and requestedflight level for the first portion of the route are 450 knots and FL 310 — the flight will proceed on Airways Green 1 and UpperGreen 1 to a point bearing 285 degrees magnetic and 36 NM from the Strumble VOR. From this point the flight will fly at aconstant Mach number of .82, proceeding on Upper Green 1 to 52N15W; then to 52N20W; to 52N30W; to 50N40W; to 49N50W;to destination Gander, total estimated elapsed time 4 hours and 55 minutes — alternate is Goose Bay — captain has notifiedaccumulated estimated elapsed times at significant points along the route, they are at the Shannon FIR boundary 26 minutes, atthe Shanwick Oceanic FIR boundary 1 hour and 11 minutes, at 20W 1 hour and 36 minutes, at the Gander Oceanic FIR boundary2 hours and 28 minutes, at 40W 3 hours and 30 minutes and at 50W 4 hours and 15 minutes — SELCAL code is FJEL.

2.3.2 Modification (CHG) message

2.3.2.1 Composition

2.3.2.2 Example

The following is an example of a modification message sent by Amsterdam Centre to Frankfurt Centre correcting informationpreviously sent to Frankfurt in a filed flight plan message. It is assumed that both centres are computer-equipped.

(CHGA/F016A/F014-GABWE/A2173-EHAM-EDDF-8/I-16/EDDN)

2.3.2.2.1 Meaning

Modification message — Amsterdam and Frankfurt computer unit identifiers A and F, followed by serial number (016) of thismessage sent by Amsterdam, repeat of computer unit identifiers followed by serial number (014) of the related filed flight planmessage — aircraft identification GABWE, SSR Code 2173 operating in Mode A, en route from Amsterdam to Frankfurt — FieldType 8 of the related filed flight plan message is corrected to IFR — Field Type 16 of the related filed flight plan is corrected, thenew destination is Nürnberg.


–


–



–22Amendment

22Amendment

etc. (using more than one line if necessary)

)– – – –

– – – – – – – – – –

– – – – – – – – – – – –

– –

–

– –

– –

–

1/11/01


2.3.3 Flight plan cancellation (CNL) message

2.3.3.1 Composition

2.3.3.2 Example 1

The following is an example of a flight plan cancellation message sent by an ATS unit to all addressees of a filed flight planmessage previously sent by that unit.

(CNL-DLH522-EDBB-LFPO)

2.3.3.2.1 Meaning

Flight plan cancellation message — cancel the flight plan of aircraft identification DLH522 — flight planned from Berlin to Paris.

2.3.3.3 Example 2

The following is an example of a flight plan cancellation message sent by a centre to an adjacent centre. It is assumed that bothcentres are equipped with ATC computers.

(CNLF/B127F/B055-BAW580-EDDF-EDDW)

2.3.3.3.1 Meaning

Flight plan cancellation message — identifiers of sending and receiving ATC computer units F and B, followed by serial number(127) of this message, repeat of computer unit identifiers followed by serial number (055) of current flight plan message previouslytransmitted — cancel the flight plan of aircraft identification BAW580 — flight planned from Frankfurt to Bremen.

2.3.4 Delay (DLA) message

2.3.4.1 Composition


–


–


–16Destination aerodrome and total estimated elapsed time, alternate aerodrome(s) )


–


–



1/11/01

Appendix 3 A3-37

2.3.4.2 Example

The following is an example of a delay message sent from a departure aerodrome, or from a parent unit handling communicationsfor a departure aerodrome, to each addressee of a filed flight plan message.

(DLA-KLM671-LIRF0900-LYDU)

2.3.4.2.1 Meaning

Delay message — aircraft identification KLM671 — revised estimated off-block time Fiumicino 0900 UTC destination Dubrovnik.

2.3.5 Departure (DEP) message

2.3.5.1 Composition

2.3.5.2 Example

The following is an example of a departure message sent from a departure aerodrome, or from a parent unit handlingcommunications for a departure aerodrome, to each addressee of a filed flight plan message.

(DEP-CSA4311-EGPD1923-ENZV)

2.3.5.2.1 Meaning

Departure message — aircraft identification CSA4311 — departed from Aberdeen at 1923 UTC — destination Stavanger.

2.3.6 Arrival (ARR) message

2.3.6.1 Composition


–


–




–


–


–17Arrival aerodrome and time )

1/11/01


2.3.6.2 Example 1

The following is an example of an arrival message sent from the arrival aerodrome (= destination) to the departure aerodrome.

(ARR-CSA406-LHBP-LKPR0913)

2.3.6.2.1 Meaning

Arrival message — aircraft identification CSA406 — departed from Budapest/Ferihegy — landed at Prague/Ruzyne Airport at0913 UTC.

2.3.6.3 Example 2

The following is an example of an arrival message sent for an aircraft which has landed at an aerodrome for which no ICAOlocation indicator has been allocated. The SSR Code would not be meaningful.

(ARR-HELI13-EHAM-ZZZZ1030 DEN HELDER)

2.3.6.3.1 Meaning

Arrival message aircraft identification HELI13 — departed from Amsterdam — landed at Den Helder heliport at 1030 UTC.

2.4 Coordination messages

2.4.1 Current flight plan (CPL) message

2.4.1.1 Composition


–


–


–

9Type of aircraft andwake turbulence category

–

10Equipment

–


–

14Estimate data


1/11/01

Appendix 3 A3-39

2.4.1.2 Example 1

The following is an example of a current flight plan message sent from Boston Centre to New York Centre on a flight whichis en route from Boston to La Guardia Airport.

(CPL-UAL621/A5120-IS–DC9/M-S/CD–KBOS-HFD/1341A220A200A–N0420A220 V3 AGL V445–KLGA–0)

2.4.1.3 Example 2

The following is an example of the same current flight plan message, but in this case the message is exchanged between ATCcomputers.

(CPLBOS/LGA052-UAL621/A5120-IS–DC9/M-S/CD–KBOS-HFD/1341A220A200A–N0420A220 V3 AGL V445–KLGA–0)

Note.— The messages in Examples 1 and 2 are identical except that the Message Number of Example 2 does not appear inExample 1.

2.4.1.4 Meaning

Current flight plan message [with sending unit identity (BOS) and receiving unit identity (LGA), followed by the serial numberof this message (052)] — aircraft identification UAL621, last assigned SSR Code 5120 in Mode A — IFR, scheduled flight —one DC9, medium wake turbulence category, equipped with standard communications, navigation and approach aid equipmentfor the route and SSR transponder with Modes A (4 096 code capability) and C — ADS capability — departed Boston — theflight is estimated to cross the Boston/New York “boundary” at point HFD at 1341 UTC, cleared by the Boston Centre at altitude22 000 feet but to be at or above altitude 20 000 feet at HFD — TAS is 420 knots, requested cruising level is altitude 22 000feet — the flight will proceed on airway V3 to reporting point AGL thence on airway V445 — destination is La Guardia Airport— no other information.



)

1/11/01


2.4.2 Estimate (EST) message

2.4.2.1 Composition

2.4.2.2 Example

The following is an example of an estimate message sent from Paris Centre to London Centre. It is assumed that London Centrehas received a filed flight plan message relating to this flight. Both centres are equipped with computers.

(ESTP/L027-BAW671/A5631-LFPG-ABB/1548F140F110A-EGLL)

2.4.2.2.1 Meaning

Estimate message [with sending unit identity (P) and receiving unit identity (L), followed by the serial number of this message(027)] — aircraft identification BAW671, last assigned SSR Code 5631 operating in Mode A — departure aerodrome Paris deGaulle — estimating Abbeville VOR 1548 UTC, cleared FL 140, flight will cross the Abbeville VOR at FL 110 or above,ascending — destination aerodrome London.

2.4.3 Coordination (CDN) message

2.4.3.1 Composition


–


–


–14Estimate data –

16Destination aerodrome and total estimated elapsed time,alternate aerodrome(s)

)


–


–



–22Amendment

22Amendment

etc. (using more than one line if necessary)

)– – – –

– – – – – – – – – –

– – – – – – – – – – – –

– –

–

– –

– –

–

1/11/01

Appendix 3 A3-41

2.4.3.2 Example

The following is an example of a coordination message sent from Prestwick Centre to Dublin Centre proposing changes to theconditions under which an aircraft should cross the Dublin/Prestwick boundary. Prestwick has received a current flight planmessage from Dublin and both centres are equipped with ATC computers.

(CDNP/D098D/P036-BAW617/A5136-EIDW-EGPK-14/GRN/1735F210F130A)

2.4.3.2.1 Meaning

Coordination message — Prestwick and Dublin ATC computer unit identifiers, P and D, followed by serial number (098) of thismessage sent by Prestwick, followed by analogous data identifying the current flight plan message sent from Dublin to which itis related (D/P036) — aircraft identification BAW617/SSR Code 5136 operating in Mode A — en route from Dublin to Prestwick— Field Type 14 is the subject of the proposal, i.e. Prestwick will accept the flight at the boundary point GRN at 1735 UTCand crossing the boundary point at or above FL 130 climbing to a cleared level of FL 210.

2.4.4 Acceptance (ACP) message

2.4.4.1 Composition

2.4.4.2 Example

The following is an example of an acceptance message sent from London Centre to Paris Centre relating to a current flight planmessage which London has received from Paris. It is assumed that both centres are equipped with ATC computers.

(ACPL/P086P/L142-EIN065/A4570-LFPO-EGLL)

2.4.4.2.1 Meaning

Acceptance message — London and Paris computer unit identifiers, L and P, followed by serial number (086) of this message sentby London, followed by analogous data identifying the current flight plan message sent from Paris, to which it is related (PL142)— aircraft identification EIN065/SSR Code 4570 operating in Mode A — en route from Paris to London — is acceptable.


–


–



1/11/01


2.4.5 Logical acknowledgement (LAM) message

2.4.5.1 Composition

2.4.5.2 Example

The following is an example of a logical acknowledgement message sent by a centre to an adjacent centre reacting to a currentflight plan message. It is assumed that both centres are equipped with ATC computers.

(LAMP/M178M/P100)

2.4.5.2.1 Meaning

Logical acknowledgement message — identifiers of sending and receiving ATC computer units Paris and Maastricht, followed bythe sending unit serial number (178) of this message, followed by the computer unit identifiers and serial number (100) of therelated estimate message.

2.5 Supplementary messages

2.5.1 Request flight plan (RQP) message

2.5.1.1 Composition

2.5.1.2 Example

The following is an example of a request flight plan message sent by a centre to an adjacent centre after receipt of an estimatemessage, for which no corresponding filed flight plan message had been received previously.

(RQP-PHOEN-EHRD-EDDL)

(3Message type, numberand reference data )


–


–


–

16Destination aerodrome and total estimated elapsed time,alternate aerodrome(s)

)

1/11/01

Appendix 3 A3-43

2.5.1.2.1 Meaning

Request flight plan message — aircraft identification PHOEN departed from Rotterdam — destination Düsseldorf.

2.5.2 Request supplementary flight plan (RQS) message

2.5.2.1 Composition

2.5.2.2 Example

The following is an example of a request supplementary flight plan message sent by an ATS unit to the ATS unit serving thedeparture aerodrome requesting information contained in the flight plan form, but not transmitted in the filed or current flight planmessages.

(RQS-KLM405/A4046-EHAM-CYMX)

2.5.2.2.1 Meaning

Request supplementary flight plan message — aircraft identification KLM405/SSR Code 4046 operating in Mode A — departureaerodrome is Amsterdam — destination aerodrome is Mirabel.

2.5.3 Supplementary flight plan (SPL) message

2.5.3.1 Composition


–


–




–


–




1/11/01


2.5.3.2 Example

The following is an example of a supplementary flight plan message sent by the departure aerodrome of a flight to an ATS unitwhich had requested supplementary information recorded on the flight plan form (but not transmitted in filed flight plan messagesor current flight plan messages).

(SPL-SAW502A–EDDW0920–EKCH0400 EKVB–REG/GBZTA RMK/CHARTER–E/0640 P/9 R/V J/L A/BLUE C/DENKE)

2.5.3.2.1 Meaning

Supplementary flight plan message — aircraft identification SAW502A no SSR — departed Bremen 0920 UTC — destinationKastrup, total estimated elapsed time 4 hours — alternate Viborg — aircraft registration GBZTA — charter flight — endurance6 hours and 40 minutes after departure — 9 persons on board — portable radio working on International Distress Frequency121.5 MHz is carried — life jackets fitted with lights are carried — the aircraft colour is blue — the pilot’s name is Denke.

–19Supplementary information (using more than one line if necessary)

)

1/11/01

PANS-ATM A4-1 1/11/01

APPENDIX 4. AIR TRAFFIC INCIDENT REPORT

1. ICAO model air traffic incident report form

2. Instructions for the completion of the air trafficincident report form


1/11/01

1. ICAO model air traffic incident report form

AIR TRAFFIC INCIDENT REPORT FORM

For use when submitting and receiving reports on air traffic incidents. In an initial report by radio, shaded items should be included.

A — AIRCRAFT IDENTIFICATION B — TYPE OF INCIDENT

AIRPROX / OBSTRUCTION ON RUNWAY/RUNWAY INCURSION / PROCEDURE / FACILITY*

C — THE INCIDENT

1. General

a) Date / time of incident ___________________________________________________________________________________________ UTC

b) Position ___________________________________________________________________________________________________________

2. Own aircraft

a) Heading and route __________________________________________________________________________________________________

b) True airspeed ____________________________________ measured in ( ) kt _____ ( ) km/h _____

c) Level and altimeter setting

d) Aircraft climbing or descending

( ) Level flight ( ) Climbing ( ) Descending

e) Aircraft bank angle

( ) Wings level ( ) Slight bank ( ) Moderate bank

( ) Steep bank ( ) Inverted ( ) Unknown

f) Aircraft direction of bank

( ) Left ( ) Right ( ) Unknown

g) Restrictions to visibility (select as many as required)

( ) Sunglare ( ) Windscreen pillar ( ) Dirty windscreen

( ) Other cockpit structure ( ) None

h) Use of aircraft lighting (select as many as required)

( ) Navigation lights ( ) Strobe lights ( ) Cabin lights

( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights

( ) Other ( ) None

i) Traffic avoidance advice issued by ATS

( ) Yes, based on radar ( ) Yes, based on visual sighting ( ) Yes, based on other information

( ) No

j) Traffic information issued


( ) No

k) Airborne collision avoidance system — ACAS

( ) Not carried ( ) Type ( ) Traffic advisory issued

( ) Resolution advisory issued ( ) Traffic advisory or resolution advisory not issued

l) Radar identification

( ) No radar available ( ) Radar identification ( ) No radar identification

m) Other aircraft sighted

( ) Yes ( ) No ( ) Wrong aircraft sighted

* Delete as appropriate

25/11/04No. 3

Appendix 4 A4-3

1/11/01

n) Avoiding action taken

( ) Yes ( ) No

o) Type of flight plan IFR / VFR / none*

3. Other aircraft

a) Type and call sign / registration (if known) _______________________________________________________________________________

b) If a) above not known, describe below

( ) High wing ( ) Mid wing ( ) Low wing

( ) Rotorcraft

( ) 1 engine ( ) 2 engines ( ) 3 engines

( ) 4 engines ( ) More than 4 engines

Marking, colour or other available details

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

c) Aircraft climbing or descending

( ) Level flight ( ) Climbing ( ) Descending

( ) Unknown

d) Aircraft bank angle

( ) Wings level ( ) Slight bank ( ) Moderate bank

( ) Steep bank ( ) Inverted ( ) Unknown

e) Aircraft direction of bank

( ) Left ( ) Right ( ) Unknown

f) Lights displayed

( ) Navigation lights ( ) Strobe lights ( ) Cabin lights

( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights

( ) Other ( ) None ( ) Unknown

g) Traffic avoidance advice issued by ATS


( ) No ( ) Unknown

h) Traffic information issued


( ) No ( ) Unknown

i) Avoiding action taken

( ) Yes ( ) No ( ) Unknown


25/11/04No. 3


1/11/01

4. Distance

a) Closest horizontal distance ___________________________________________________________________________________________

b) Closest vertical distance _____________________________________________________________________________________________

5. Flight meteorological conditions

a) IMC / VMC*

b) Above / below* clouds / fog / haze or between layers*

c) Distance vertically from cloud __________ m / ft* below __________ m / ft* above

d) In cloud / rain / snow / sleet / fog / haze*

e) Flying into / out of* sunf) Flight visibility _______ m / km*

6. Any other information considered important by the pilot-in-command

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

________________________________________________________________________________________________________________________

D — MISCELLANEOUS

1. Information regarding reporting aircraft

a) Aircraft registration _________________________________________________________________________________________________

b) Aircraft type _______________________________________________________________________________________________________

c) Operator _________________________________________________________________________________________________________

d) Aerodrome of departure _____________________________________________________________________________________________

e) Aerodrome of first landing _______________________ destination ___________________________________________________________

f) Reported by radio or other means to _______________________________________ (name of ATS unit) at time _________________ UTC

g) Date / time / place of completion of form ________________________________________________________________________________

2. Function, address and signature of person submitting report

a) Function __________________________________________________________________________________________________________

b) Address __________________________________________________________________________________________________________

c) Signature _________________________________________________________________________________________________________

d) Telephone number __________________________________________________________________________________________________

3. Function and signature of person receiving report

a) Function __________________________ b) Signature ________________________________________________________________


25/11/04No. 3

24/11/05No. 4

Appendix 4 A4-5

E — SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED

1. Receipt of report

a) Report received via AFTN / radio / telephone / other (specify)* ______________________________

b) Report received by __________________________________ (name of ATS unit)

2. Details of ATS action

Clearance, incident seen (radar/visually, warning given, result of local enquiry, etc.)

___________________________________________________________________________________________________________________________

___________________________________________________________________________________________________________________________

___________________________________________________________________________________________________________________________

___________________________________________________________________________________________________________________________

DIAGRAMS OF AIRPROX

Mark passage of other aircraft relative to you, in plan on the left and in elevation on the right, assuming YOU are at the centre of each diagram. Include first sighting and passing distance.

109876543210123456789

10

109876543210123456789

10

3002702402101801501209060300306090120150180210240270300

0 01 12 23 34 45 56 67 78 89 910 1011 1112 1213 1314 141 12 23 34 45 56 67 78 89 910 1011 1112 1213 1314 14

VIEW FROM ABOVE VIEW FROM ASTERN

Hundreds of metres Hundreds of metres

Hund

reds

of F

EET

MET

RES


1/11/01


2. Instructions for the completion of the air traffic incident report form

Item

A Aircraft identification of the aircraft filing the report.

B An AIRPROX report should be filed immediately by radio.

C1 Date/time UTC and position in bearing and distance from a navigation aid or in LAT/LONG.

C2 Information regarding aircraft filing the report, tick as necessary.

C2 c) E.g. FL 350/1 013 hPa or 2 500 ft/QNH 1 007 hPa or 1 200 ft/QFE 998 hPa.

C3 Information regarding the other aircraft involved.

C4 Passing distance — state units used.

C6 Attach additional papers as required. The diagrams may be used to show aircraft’s positions.

D1 f) State name of ATS unit and date/time in UTC.

D1 g) Date and time in UTC.

E2 Include details of ATS unit such as service provided, radiotelephony frequency, SSR Codes assigned andaltimeter setting. Use diagram to show the aircraft’s position and attach additional papers as required.

1/11/01

APPENDIX 5. CONTROLLER-PILOT DATA LINKCOMMUNICATIONS (CPDLC) MESSAGE SET

1. Uplink messages

2. Downlink messages

PANS-ATM A5-1 1/11/01


1. Uplink messages

Table A5-1. Responses/acknowledgements (uplink)

Table A5-2. Vertical clearances (uplink)

Message intent/use Message element URG ALRT RESP

0 Indicates that ATC cannot comply with the request.

UNABLE N M N

1 Indicates that ATC has received the message and will respond.

STANDBY N L N

2 Indicates that ATC has received the request but it has been deferred until later.

REQUEST DEFERRED N L N

3 Indicates that ATC has received and understood the message.

ROGER N L N

4 Yes. AFFIRM N L N

5 No. NEGATIVE N L N

235 Notification of receipt of unlawful interference message.

ROGER 7500 U H N

211 Indicates that ATC has received the request and has passed it to the next control authority.

REQUEST FORWARDED N L N

218 Indicates to the pilot that the request has already been received on the ground.

REQUEST ALREADY RECEIVED

L N N

237 Indicates that the request cannot be responded to by the current unit and that it should be requested from the next unit.

REQUEST AGAIN WITH NEXT UNIT

N L N


6 Notification that a level change instruction should be expected.

EXPECT (level) L L R

7 Notification that an instruction should be expected for the aircraft to commence climb at the specified time.

EXPECT CLIMB AT (time) L L R

8 Notification that an instruction should be expected for the aircraft to commence climb at the specified position.

EXPECT CLIMB AT (position)

L L R

9 Notification that an instruction should be expected for the aircraft to commence descent at the specified time.

EXPECT DESCENT AT (time)

L L R

1/11/01

Appendix 5 A5-3

10 Notification that an instruction should be expected for the aircraft to commence descent at the specified position.

EXPECT DESCENT AT (position)

L L R

11 Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time.

EXPECT CRUISE CLIMB AT (time)

L L R

12 Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified position.

EXPECT CRUISE CLIMB AT (position)

L L R

13 Notification that an instruction should be expected for the aircraft to commence climb at the specified time to the specified level.

AT (time) EXPECT CLIMB TO (level)

L L R

14 Notification that an instruction should be expected for the aircraft to commence climb at the specified position to the specified level.

AT (position) EXPECT CLIMB TO (level)

L L R

15 Notification that an instruction should be expected for the aircraft to commence descent at the specified time to the specified level.

AT (time) EXPECT DESCENT TO (level)

L L R

16 Notification that an instruction should be expected for the aircraft to commence descent at the specified position to the specified level.

AT (position) EXPECT DESCENT TO (level)

L L R

17 Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified time to the specified level.

AT (time) EXPECT CRUISE CLIMB TO (level)

L L R

18 Notification that an instruction should be expected for the aircraft to commence cruise climb at the specified position to the specified level.

AT (position) EXPECT CRUISE CLIMB TO (level)

L L R

19 Instruction to maintain the specified level.

MAINTAIN (level) N M W/U

20 Instruction that a climb to a specified level is to commence and once reached the specified level is to be maintained.

CLIMB TO (level) N M W/U

21 Instruction that at the specified time a climb to the specified level is to commence and once reached the specified level is to be maintained.

AT (time) CLIMB TO (level) N M W/U

22 Instruction that at the specified position a climb to the specified level is to commence and once reached the specified level is to be maintained.

AT (position) CLIMB TO (level)

N M W/U


1/11/01


185 Instruction that after passing the specified position a climb to the specified level is to commence and once reached the specified level is to be maintained.

AFTER PASSING (position) CLIMB TO (level)

N M W/U

23 Instruction that a descent to a specified level is to commence and once reached the specified level is to be maintained.

DESCEND TO (level) N M W/U

24 Instruction that at a specified time a descent to a specified level is to commence and once reached the specified level is to be maintained.

AT (time) DESCEND TO (level)

N M W/U

25 Instruction that at the specified position a descent to the specified level is to commence and once reached the specified level is to be maintained.

AT (position) DESCEND TO (level)

N M W/U

186 Instruction that after passing the specified position a descent to the specified level is to commence and once reached the specified level is to be maintained.

AFTER PASSING (position) DESCEND TO (level)

N M W/U

26 Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified time.

CLIMB TO REACH (level) BY (time)

N M W/U

27 Instruction that a climb is to commence at a rate such that the specified level is reached at or before the specified position.

CLIMB TO REACH (level) BY (position)

N M W/U

28 Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified time.

DESCEND TO REACH (level) BY (time)

N M W/U

29 Instruction that a descent is to commence at a rate such that the specified level is reached at or before the specified position.

DESCEND TO REACH (level) BY (position)

N M W/U

192 Instruction that a change of level is to continue, but at a rate such that the specified level is reached at or before the specified time.

REACH (level) BY (time) N M W/U

209 Instruction that a change of level is to continue, but at a rate such that the specified level is reached at or before the specified position.

REACH (level) BY (position) N M W/U

30 Instruction that a level within the defined vertical range specified is to be maintained.

MAINTAIN BLOCK (level) TO (level)

N M W/U


1/11/01

Appendix 5 A5-5

Note.— Wherever the variable “level” is specified, the message can specify either a single level or a vertical range, i.e. block level.

31 Instruction that a climb to a level within the vertical range defined is to commence.

CLIMB TO AND MAINTAIN BLOCK (level) TO (level)

N M W/U

32 Instruction that a descent to a level within the vertical range defined is to commence.

DESCEND TO AND MAINTAIN BLOCK (level) TO (level)

N M W/U

34 Instruction that a cruise climb is to commence and continue until the specified level is reached.

CRUISE CLIMB TO (level) N M W/U

35 Instruction that a cruise climb can commence once above the specified level.

CRUISE CLIMB ABOVE (level)

N M W/U

219 Instruction to stop the climb below the previously assigned level.

STOP CLIMB AT (level) U M W/U

220 Instruction to stop the descent above the previously assigned level.

STOP DESCENT AT (level) U M W/U

36 Instruction that the climb to the specified level should be made at the aircraft’s best rate.

EXPEDITE CLIMB TO (level)

U M W/U

37 Instruction that the descent to the specified level should be made at the aircraft’s best rate.

EXPEDITE DESCENT TO (level)

U M W/U

38 Urgent instruction to immediately climb to the specified level.

IMMEDIATELY CLIMB TO (level)

D H W/U

39 Urgent instruction to immediately descend to the specified level.

IMMEDIATELY DESCEND TO (level)

D H W/U

40 (reserved) L L Y

41 (reserved) L L Y

171 Instruction to climb at not less than the specified rate.

CLIMB AT (vertical rate) MINIMUM

N M W/U

172 Instruction to climb at not above the specified rate.

CLIMB AT (vertical rate) MAXIMUM

N M W/U

173 Instruction to descend at not less than the specified rate.

DESCEND AT (vertical rate) MINIMUM

N M W/U

174 Instruction to descend at not above the specified rate.

DESCEND AT (vertical rate) MAXIMUM

N M W/U

33 (reserved) L L Y


1/11/01


Table A5-3. Crossing constraints (uplink)


42 Notification that a level change instruction should be expected which will require the specified position to be crossed at the specified level.

EXPECT TO CROSS (position) AT (level)

L L R

43 Notification that a level change instruction should be expected which will require the specified position to be crossed at or above the specified level.

EXPECT TO CROSS (position) AT OR ABOVE (level)

L L R

44 Notification that a level change instruction should be expected which will require the specified position to be crossed at or below the specified level.

EXPECT TO CROSS (position) AT OR BELOW(level)

L L R

45 Notification that a level change instruction should be expected which will require the specified position to be crossed at the specified level which is to be maintained subsequently.

EXPECT TO CROSS (position) AT AND MAINTAIN (level)

L L R

46 Instruction that the specified position is to be crossed at the specified level. This may require the aircraft to modify its climb or descent profile.

CROSS (position) AT (level) N M W/U

47 Instruction that the specified position is to be crossed at or above the specified level.

CROSS (position) AT OR ABOVE (level)

N M W/U

48 Instruction that the specified position is to be crossed at or below the specified level.

CROSS (position) AT OR BELOW (level)

N M W/U

49 Instruction that the specified position is to be crossed at the specified level and that level is to be maintained when reached.

CROSS (position) AT AND MAINTAIN (level)

N M W/U

50 Instruction that the specified position is to be crossed at a level between the specified levels.

CROSS (position) BETWEEN (level) AND (level)

N M W/U

51 Instruction that the specified position is to be crossed at the specified time.

CROSS (position) AT (time) N M W/U

52 Instruction that the specified position is to be crossed at or before the specified time.

CROSS (position) AT OR BEFORE (time)

N M W/U

53 Instruction that the specified position is to be crossed at or after the specified time.

CROSS (position) AT OR AFTER (time)

N M W/U

54 Instruction that the specified position is to be crossed at a time between the specified times.

CROSS (position) BETWEEN (time) AND (time)

N M W/U

1/11/01

Appendix 5 A5-7

Note.— Wherever the variable “level” is specified, the message can specify either a single level or a vertical range, i.e. block level.

55 Instruction that the specified position is to be crossed at the specified speed and the specified speed is to be maintained until further advised.

CROSS (position) AT (speed) N M W/U

56 Instruction that the specified position is to be crossed at a speed equal to or less than the specified speed and the specified speed or less is to be maintained until further advised.

CROSS (position) AT OR LESS THAN (speed)

N M W/U

57 Instruction that the specified position is to be crossed at a speed equal to or greater than the specified speed and the specified speed or greater is to be maintained until further advised.

CROSS (position) AT OR GREATER THAN (speed)

N M W/U

58 Instruction that the specified position is to be crossed at the specified time and at the specified level.

CROSS (position) AT (time) AT (level)

N M W/U

59 Instruction that the specified position is to be crossed at or before the specified time and at the specified level.

CROSS (position) AT OR BEFORE (time) AT (level)

N M W/U

60 Instruction that the specified position is to be crossed at or after the specified time and at the specified level.

CROSS (position) AT OR AFTER (time) AT (level)

N M W/U

61 Instruction that the specified position is to be crossed at the specified level and speed, and the level and speed are to be maintained.

CROSS (position) AT AND MAINTAIN (level) AT (speed)

N M W/U

62 Instruction that at the specified time the specified position is to be crossed at the specified level and the level is to be maintained.

AT (time) CROSS (position) AT AND MAINTAIN (level)

N M W/U

63 Instruction that at the specified time the specified position is to be crossed at the specified level and speed, and the level and speed are to be maintained.

AT (time) CROSS (position) AT AND MAINTAIN (level) AT (speed)

N M W/U


1/11/01


Table A5-4. Lateral offsets (uplink)

Table A5-5. Route modifications (uplink)


64 Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction.

OFFSET (specified distance) (direction) OF ROUTE

N M W/U

65 Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction and commencing at the specified position.

AT (position) OFFSET (specified distance) (direction) OF ROUTE

N M W/U

66 Instruction to fly a parallel track to the cleared route at a displacement of the specified distance in the specified direction and commencing at the specified time.

AT (time) OFFSET (specified distance) (direction) OF ROUTE

N M W/U

67 Instruction that the cleared flight route is to be rejoined.

PROCEED BACK ON ROUTE

N M W/U

68 Instruction that the cleared flight route is to be rejoined at or before the specified position.

REJOIN ROUTE BY (position)

N M W/U

69 Instruction that the cleared flight route is to be rejoined at or before the specified time.

REJOIN ROUTE BY (time) N M W/U

70 Notification that a clearance may be issued to enable the aircraft to rejoin the cleared route at or before the specified position.

EXPECT BACK ON ROUTE BY (position)

L L R

71 Notification that a clearance may be issued to enable the aircraft to rejoin the cleared route at or before the specified time.

EXPECT BACK ON ROUTE BY (time)

L L R

72 Instruction to resume own navigation following a period of tracking or heading clearances. May be used in conjunction with an instruction on how or where to rejoin the cleared route.

RESUME OWN NAVIGATION

N M W/U


73 Notification to the aircraft of the instructions to be followed from departure until the specified clearance limit.

(departure clearance) N M W/U

74 Instruction to proceed directly from its present position to the specified position.

PROCEED DIRECT TO (position)

N M W/U

1/11/01

Appendix 5 A5-9

75 Instruction to proceed, when able, directly to the specified position.

WHEN ABLE PROCEED DIRECT TO (position)

N M W/U

76 Instruction to proceed, at the specified time, directly to the specified position.

AT (time) PROCEED DIRECT TO (position)

N M W/U

77 Instruction to proceed, at the specified position, directly to the next specified position.

AT (position) PROCEED DIRECT TO (position)

N M W/U

78 Instruction to proceed, upon reaching the specified level, directly to the specified position.

AT (level) PROCEED DIRECT TO (position)

N M W/U

79 Instruction to proceed to the specified position via the specified route.

CLEARED TO (position) VIA (route clearance)

N M W/U

80 Instruction to proceed via the specified route.

CLEARED (route clearance) N M W/U

81 Instruction to proceed in accordance with the specified procedure.

CLEARED (procedure name) N M W/U

236 Instruction to leave controlled airspace.

LEAVE CONTROLLED AIRSPACE

N M W/U

82 Approval to deviate up to the specified distance from the cleared route in the specified direction.

CLEARED TO DEVIATE UP TO (specified distance) (direction) OF ROUTE

N M W/U

83 Instruction to proceed from the specified position via the specified route.

AT (position) CLEARED (route clearance)

N M W/U

84 Instruction to proceed from the specified position via the specified procedure.

AT (position) CLEARED (procedure name)

N M W/U

85 Notification that a clearance to fly on the specified route may be issued.

EXPECT (route clearance) L L R

86 Notification that a clearance to fly on the specified route from the specified position may be issued.

AT (position) EXPECT (route clearance)

L L R

87 Notification that a clearance to fly directly to the specified position may be issued.

EXPECT DIRECT TO (position)

L L R

88 Notification that a clearance to fly directly from the first specified position to the next specified position may be issued.

AT (position) EXPECT DIRECT TO (position)

L L R

89 Notification that a clearance to fly directly to the specified position commencing at the specified time may be issued.

AT (time) EXPECT DIRECT TO (position)

L L R

90 Notification that a clearance to fly directly to the specified position commencing when the specified level is reached may be issued.

AT (level) EXPECT DIRECT TO (position)

L L R


1/11/01


Note.— Wherever the variable “level” is specified, the message can specify either a single level or a vertical range, i.e. blocklevel.

Table A5-6. Speed changes (uplink)

91 Instruction to enter a holding pattern with the specified characteristics at the specified position and level.

HOLD AT (position) MAINTAIN (level) INBOUND TRACK (degrees) (direction) TURNS (leg type)

N M W/U

92 Instruction to enter a holding pattern with the published characteristics at the specified position and level.

HOLD AT (position) AS PUBLISHED MAINTAIN (level)

N M W/U

93 Notification that an onwards clearance may be issued at the specified time.

EXPECT FURTHER CLEARANCE AT (time)

L L R

94 Instruction to turn left or right as specified on to the specified heading.

TURN (direction) HEADING (degrees)

N M W/U

95 Instruction to turn left or right as specified on to the specified track.

TURN (direction) GROUND TRACK (degrees)

N M W/U

215 Instruction to turn a specified number of degrees left or right.

TURN (direction) (degrees) N M W/U

190 Instruction to fly on the specified heading.

FLY HEADING (degrees) N M W/U

96 Instruction to continue to fly on the current heading.

CONTINUE PRESENT HEADING

N M W/U

97 Instruction to fly on the specified heading from the specified position.

AT (position) FLY HEADING (degrees)

N M W/U

221 Instruction to stop turn at the specified heading prior to reaching the previously assigned heading.

STOP TURN HEADING (degrees)

U M W/U

98 Instruction to turn immediately left or right as specified on to the specified heading.

IMMEDIATELY TURN (direction) HEADING (degrees)

D H W/U

99 Notification that a clearance may be issued for the aircraft to fly the specified procedure.

EXPECT (procedure name) L L R


100 Notification that a speed instruction may be issued to be effective at the specified time.

AT (time) EXPECT (speed) L L R

101 Notification that a speed instruction may be issued to be effective at the specified position.

AT (position) EXPECT (speed)

L L R

102 Notification that a speed instruction may be issued to be effective at the specified level.

AT (level) EXPECT (speed) L L R


1/11/01

Appendix 5 A5-11

103 Notification that a speed range instruction may be issued to be effective at the specified time.

AT (time) EXPECT (speed) TO (speed)

L L R

104 Notification that a speed range instruction may be issued to be effective at the specified position.

AT (position) EXPECT (speed) TO (speed)

L L R

105 Notification that a speed range instruction may be issued to be effective at the specified level.

AT (level) EXPECT (speed) TO (speed)

L L R

106 Instruction that the specified speed is to be maintained.

MAINTAIN (speed) N M W/U

188 Instruction that after passing the specified position the specified speed is to be maintained.

AFTER PASSING (position) MAINTAIN (speed)

N M W/U

107 Instruction that the present speed is to be maintained.

MAINTAIN PRESENT SPEED

N M W/U

108 Instruction that the specified speed or a greater speed is to be maintained.

MAINTAIN (speed) OR GREATER

N M W/U

109 Instruction that the specified speed or a lesser speed is to be maintained.

MAINTAIN (speed) OR LESS

N M W/U

110 Instruction that a speed within the specified range is to be maintained.

MAINTAIN (speed) TO (speed)

N M W/U

111 Instruction that the present speed is to be increased to the specified speed and maintained until further advised.

INCREASE SPEED TO (speed)

N M W/U

112 Instruction that the present speed is to be increased to the specified speed or greater, and maintained at or above the specified speed until further advised.

INCREASE SPEED TO (speed) OR GREATER

N M W/U

113 Instruction that the present speed is to be reduced to the specified speed and maintained until further advised.

REDUCE SPEED TO (speed)

N M W/U

114 Instruction that the present speed is to be reduced to the specified speed or less and maintained at or below the specified speed until further advised.

REDUCE SPEED TO (speed) OR LESS

N M W/U

115 Instruction that the specified speed is not to be exceeded.

DO NOT EXCEED (speed) N M W/U

116 Notification that the aircraft need no longer comply with the previously issued speed restriction.

RESUME NORMAL SPEED N M W/U

189 Instruction that the present speed is to be changed to the specified speed.

ADJUST SPEED TO (speed) N M W/U

222 Notification that the aircraft may keep its preferred speed without restriction.

NO SPEED RESTRICTION L L R


1/11/01



Table A5-7. Contact/monitor/surveillance requests (uplink)

223 Instruction to reduce present speed to the minimum safe approach speed.

REDUCE TO MINIMUM APPROACH SPEED

N M W/U


117 Instruction that the ATS unit with the specified ATS unit name is to be contacted on the specified frequency.

CONTACT (unit name) (frequency)

N M W/U

118 Instruction that at the specified position the ATS unit with the specified ATS unit name is to be contacted on the specified frequency.

AT (position) CONTACT (unit name) (frequency)

N M W/U

119 Instruction that at the specified time the ATS unit with the specified ATS unit name is to be contacted on the specified frequency.

AT (time) CONTACT (unit name) (frequency)

N M W/U

120 Instruction that the ATS unit with the specified ATS unit name is to be monitored on the specified frequency.

MONITOR (unit name) (frequency)

N M W/U

121 Instruction that at the specified position the ATS unit with the specified ATS unit name is to be monitored on the specified frequency.

AT (position) MONITOR (unit name) (frequency)

N M W/U

122 Instruction that at the specified time the ATS unit with the specified ATS unit name is to be monitored on the specified frequency.

AT (time) MONITOR (unit name) (frequency)

N M W/U

123 Instruction that the specified code (SSR code) is to be selected.

SQUAWK (code) N M W/U

124 Instruction that the SSR transponder responses are to be disabled.

STOP SQUAWK N M W/U

125 Instruction that the SSR transponder responses should include level information.

SQUAWK MODE CHARLIE

N M W/U

126 Instruction that the SSR transponder responses should no longer include level information.

STOP SQUAWK MODE CHARLIE

N M W/U

179 Instruction that the ‘ident’ function on the SSR transponder is to be actuated.

SQUAWK IDENT N M W/U


1/11/01

Appendix 5 A5-13

Table A5-8. Report/confirmation requests (uplink)


127 Instruction to report when the aircraft is back on the cleared route.

REPORT BACK ON ROUTE N L W/U

128 Instruction to report when the aircraft has left the specified level.

REPORT LEAVING (level) N L W/U

129 Instruction to report when the aircraft is maintaining level flight at the specified level.

REPORT MAINTAINING (level)

N L W/U

175 Instruction to report when the aircraft has reached the specified level.

REPORT REACHING (level) N L W/U

200 Instruction used in conjunction with a level clearance to report reaching the level assigned.

REPORT REACHING N L W/U

180 Instruction to report when the aircraft is within the specified vertical range.

REPORT REACHING BLOCK (level) TO (level)

N L W/U

130 Instruction to report when the aircraft has passed the specified position.

REPORT PASSING (position)

N L W/U

181 Instruction to report the present distance to or from the specified position.

REPORT DISTANCE (to/from) (position)

N M Y

184 Instruction to report at the specified time the distance to or from the specified position.

AT (time) REPORT DISTANCE (to/from) (position)

N L Y

228 Instruction to report the estimated time of arrival at the specified position.

REPORT ETA (position) L L Y

131 Instruction to report the amount of fuel remaining and the number of persons on board.

REPORT REMAINING FUEL AND PERSONS ON BOARD

U M Y

132 Instruction to report the present position.

REPORT POSITION N M Y

133 Instruction to report the present level. REPORT PRESENT LEVEL N M Y

134 Instruction to report the requested speed.

REPORT (speed type) (speed type) (speed type) SPEED

N M Y

135 Instruction to confirm and acknowledge the currently assigned level.

CONFIRM ASSIGNED LEVEL

N L Y

136 Instruction to confirm and acknowledge the currently assigned speed.

CONFIRM ASSIGNED SPEED

N L Y

137 Instruction to confirm and acknowledge the currently assigned route.

CONFIRM ASSIGNED ROUTE

N L Y

1/11/01



138 Instruction to confirm the previously reported time over the last reported waypoint.

CONFIRM TIME OVER REPORTED WAYPOINT

N L Y

139 Instruction to confirm the identity of the previously reported waypoint.

CONFIRM REPORTED WAYPOINT

N L Y

140 Instruction to confirm the identity of the next waypoint.

CONFIRM NEXT WAYPOINT

N L Y

141 Instruction to confirm the previously reported estimated time at the next waypoint.

CONFIRM NEXT WAYPOINT ETA

N L Y

142 Instruction to confirm the identity of the next but one waypoint.

CONFIRM ENSUING WAYPOINT

N L Y

143 The request was not understood. It should be clarified and resubmitted.

CONFIRM REQUEST N L Y

144 Instruction to report the selected (SSR) code.

CONFIRM SQUAWK N L Y

145 Instruction to report the present heading.

REPORT HEADING N M Y

146 Instruction to report the present ground track.

REPORT GROUND TRACK N M Y

182 Instruction to report the identification code of the last ATIS received.

CONFIRM ATIS CODE N L Y

147 Instruction to make a position report. REQUEST POSITION REPORT

N M Y

216 Instruction to file a flight plan. REQUEST FLIGHT PLAN N M Y

217 Instruction to report that the aircraft has landed.

REPORT ARRIVAL N M Y

229 Instruction to report the preferred alternate aerodrome for landing.

REPORT ALTERNATE AERODROME

L L Y

231 Instruction to indicate the pilot’s preferred level.

STATE PREFERRED LEVEL

L L Y

232 Instruction to indicate the pilot’s preferred time and/or position to commence descent to the aerodrome of intended arrival.

STATE TOP OF DESCENT L L Y


1/11/01

Appendix 5 A5-15

Table A5-9. Negotiation requests (uplink)


Table A5-10. Air traffic advisories (uplink)


148 Request for the earliest time at which the specified level can be accepted.

WHEN CAN YOU ACCEPT (level)

N L Y

149 Instruction to report whether or not the specified level can be accepted at the specified position.

CAN YOU ACCEPT (level) AT (position)

N L A/N

150 Instruction to report whether or not the specified level can be accepted at the specified time.

CAN YOU ACCEPT (level) AT (time)

N L A/N

151 Instruction to report the earliest time when the specified speed can be accepted.

WHEN CAN YOU ACCEPT (speed)

N L Y

152 Instruction to report the earliest time when the specified offset track can be accepted.

WHEN CAN YOU ACCEPT (specified distance) (direction) OFFSET

N L Y


153 ATS advisory that the altimeter setting should be the specified setting.

ALTIMETER (altimeter) N L R

213 ATS advisory that the specified altimeter setting relates to the specified facility.

(facility designation) ALTIMETER (altimeter)

N L R

154 ATS advisory that the radar service is terminated.

RADAR SERVICE TERMINATED

N L R

191 ATS advisory that the aircraft is entering airspace in which no air traffic services are provided and all existing air traffic services are terminated.

ALL ATS TERMINATED N M R

155 ATS advisory that radar contact has been established at the specified position.

RADAR CONTACT (position)

N M R

156 ATS advisory that radar contact has been lost.

RADAR CONTACT LOST N M R

210 ATS advisory that the aircraft has been identified on radar at the specified position.

IDENTIFIED (position) N M R

193 Notification that radar identification has been lost.

IDENTIFICATION LOST N M R

1/11/01


Table A5-11. System management messages (uplink)

157 Notification that a continuous transmission is detected on the specified frequency. Check the microphone button.

CHECK STUCK MICROPHONE (frequency)

U M N

158 ATS advisory that the ATIS information identified by the specified code is the current ATIS information.

ATIS (atis code) N L R

212 ATS advisory that the specified ATIS information at the specified airport is current.

(facility designation) ATIS (atis code) CURRENT

N L R

214 ATS advisory that indicates the RVR value for the specified runway.

RVR RUNWAY (runway) (rvr)

N M R

224 ATS advisory that no delay is expected.

NO DELAY EXPECTED N L R

225 ATS advisory that the expected delay has not been determined.

DELAY NOT DETERMINED

N L R

226 ATS advisory that the aircraft may expect to be cleared to commence its approach procedure at the specified time.

EXPECTED APPROACH TIME (time)

N L R


159 A system-generated message notifying that the ground system has detected an error.

ERROR (error information) U M N

160 Notification to the avionics that the specified data authority is the next data authority. If no data authority is specified, this indicates that any previously specified next data authority is no longer valid.

NEXT DATA AUTHORITY (facility)

L N N

161 Notification to the avionics that the data link connection with the current data authority is being terminated.

END SERVICE L N N

162 Notification that the ground system does not support this message.

SERVICE UNAVAILABLE L L N

234 Notification that the ground system does not have a flight plan for that aircraft.

FLIGHT PLAN NOT HELD L L N

163 Notification to the pilot of an ATSU identifier.

(facility designation) L N N


1/11/01

Appendix 5 A5-17

Table A5-12. Additional messages (uplink)

227 Confirmation to the aircraft system that the ground system has received the message to which the logical acknowledgement refers and found it acceptable for display to the responsible person.

LOGICAL ACKNOWLEDGEMENT

N M N

233 Notification to the pilot that messages sent requiring a logical acknowledgement will not be accepted by this ground system.

USE OF LOGICAL ACKNOWLEDGEMENT PROHIBITED

N M N


164 The associated instruction may be complied with at any future time.

WHEN READY L N N

230 The associated instruction is to be complied with immediately.

IMMEDIATELY D H N

165 Used to link two messages, indicating the proper order of execution of clearances/instructions.

THEN L N N

166 The associated instruction is issued due to traffic considerations.

DUE TO (traffic type) TRAFFIC

L N N

167 The associated instruction is issued due to airspace restrictions.

DUE TO AIRSPACE RESTRICTION

L N N

168 The indicated communication should be ignored.

DISREGARD U M R

176 Notification that the pilot is responsible for maintaining separation from other traffic and is also responsible for maintaining visual meteorological conditions.

MAINTAIN OWN SEPARATION AND VMC

N M W/U

177 Used in conjunction with a clearance/instruction to indicate that the pilot may execute when prepared to do so.

AT PILOTS DISCRETION L L N

178 (reserved) L L Y

169 (free text) N L R

170 (free text) D H R

183 (free text) N M N

187 (free text) L N N

194 (free text) N L Y

195 (free text) L L R

196 (free text) N M W/U

197 (free text) U M W/U

198 (free text) D H W/U


1/11/01


Note.— Free text message elements have no associated message intent. The capability to send a free text message with any ofthe attribute combinations already used in the message set has been provided for in the technical requirements of the ATN(Annex 10, Volume III, Part I, Chapter 3).

2. Downlink messages

Table A5-13. Responses (downlink)

Table A5-14. Vertical requests (downlink)

199 (free text) N L N

201 Not used L L N

202 Not used L L N

203 (free text) N M R

204 (free text) N M Y

205 (free text) N M A/N

206 (free text) L N Y

207 (free text) L L Y

208 (free text) L L N


0 The instruction is understood and will be complied with.

WILCO N M N

1 The instruction cannot be complied with.

UNABLE N M N

2 Wait for a reply. STANDBY N M N

3 Message received and understood. ROGER N M N

4 Yes. AFFIRM N M N

5 No. NEGATIVE N M N


6 Request to fly at the specified level. REQUEST (level) N L Y

7 Request to fly at a level within the specified vertical range.

REQUEST BLOCK (level) TO (level)

N L Y

8 Request to cruise climb to the specified level.

REQUEST CRUISE CLIMB TO (level)

N L Y

9 Request to climb to the specified level.

REQUEST CLIMB TO (level)

N L Y

10 Request to descend to the specified level.

REQUEST DESCENT TO (level)

N L Y

11 Request that at the specified position a climb to the specified level be approved.

AT (position) REQUEST CLIMB TO (level)

N L Y


1/11/01

Appendix 5 A5-19


Table A5-15. Lateral offset requests (downlink)

Table A5-16. Speed requests (downlink)

Table A5-17. Voice contact requests (downlink)

12 Request that at the specified position a descent to the specified level be approved.

AT (position) REQUEST DESCENT TO (level)

N L Y

13 Request that at the specified time a climb to the specified level be approved.

AT (time) REQUEST CLIMB TO (level)

N L Y

14 Request that at the specified time a descent to the specified level be approved.

AT (time) REQUEST DESCENT TO (level)

N L Y

69 Request that a descent be approved on a see-and-avoid basis.

REQUEST VMC DESCENT N L Y


15 Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved.

REQUEST OFFSET (specified distance) (direction) OF ROUTE

N L Y

16 Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved from the specified position.

AT (position) REQUEST OFFSET (specified distance) (direction) OF ROUTE

N L Y

17 Request that a parallel track, offset from the cleared track by the specified distance in the specified direction, be approved from the specified time.

AT (time) REQUEST OFFSET (specified distance) (direction) OF ROUTE

N L Y


18 Request to fly at the specified speed. REQUEST (speed) N L Y

19 Request to fly within the specified speed range.

REQUEST (speed) TO (speed)

N L Y


20 Request for voice contact. REQUEST VOICE CONTACT

N L Y

21 Request for voice contact on the specified frequency.

REQUEST VOICE CONTACT (frequency)

N L Y


1/11/01


Table A5-18. Route modification requests (downlink)

Table A5-19. Reports (downlink)


22 Request to track from the present position direct to the specified position.

REQUEST DIRECT TO (position)

N L Y

23 Request for the specified procedure clearance.

REQUEST (procedure name) N L Y

24 Request for a route clearance. REQUEST CLEARANCE (route clearance)

N L Y

25 Request for a clearance. REQUEST (clearance type) CLEARANCE

N L Y

26 Request for a weather deviation to the specified position via the specified route.

REQUEST WEATHER DEVIATION TO (position) VIA (route clearance)

N M Y

27 Request for a weather deviation up to the specified distance off track in the specified direction.

REQUEST WEATHER DEVIATION UP TO (specified distance) (direction) OF ROUTE

N M Y

70 Request a clearance to adopt the specified heading.

REQUEST HEADING (degrees)

N L Y

71 Request a clearance to adopt the specified ground track.

REQUEST GROUND TRACK (degrees)

N L Y


28 Notification of leaving the specified level.

LEAVING (level) N L N

29 Notification of climbing to the specified level.

CLIMBING TO (level) N L N

30 Notification of descending to the specified level.

DESCENDING TO (level) N L N

31 Notification of passing the specified position.

PASSING (position) N L N

78 Notification that at the specified time the aircraft’s position was as specified.

AT (time) (distance) (to/from) (position)

N L N

32 Notification of the present level. PRESENT LEVEL (level) N L N

33 Notification of the present position. PRESENT POSITION (position)

N L N

34 Notification of the present speed. PRESENT SPEED (speed) N L N

113 Notification of the requested speed. (speed type) (speed type) (speed type) SPEED (speed)

N L N

35 Notification of the present heading in degrees.

PRESENT HEADING (degrees)

N L N

1/11/01

Appendix 5 A5-21

36 Notification of the present ground track in degrees.

PRESENT GROUND TRACK (degrees)

N L N

37 Notification that the aircraft is maintaining the specified level.

MAINTAINING (level) N L N

72 Notification that the aircraft has reached the specified level.

REACHING (level) N L N

76 Notification that the aircraft has reached a level within the specified vertical range.

REACHING BLOCK (level) TO (level)

N L N

38 Read-back of the assigned level. ASSIGNED LEVEL (level) N M N

77 Read-back of the assigned vertical range.

ASSIGNED BLOCK (level) TO (level)

N M N

39 Read-back of the assigned speed. ASSIGNED SPEED (speed) N M N

40 Read-back of the assigned route. ASSIGNED ROUTE (route clearance)

N M N

41 The aircraft has regained the cleared route.

BACK ON ROUTE N M N

42 The next waypoint is the specified position.

NEXT WAYPOINT (position)

N L N

43 The ETA at the next waypoint is as specified.

NEXT WAYPOINT ETA (time)

N L N

44 The next but one waypoint is the specified position.

ENSUING WAYPOINT (position)

N L N

45 Clarification of previously reported waypoint passage.

REPORTED WAYPOINT (position)

N L N

46 Clarification of time over previously reported waypoint.

REPORTED WAYPOINT (time)

N L N

47 The specified (SSR) code has been selected.

SQUAWKING (code) N L N

48 Position report. POSITION REPORT (position report)

N M N

79 The code of the latest ATIS received is as specified.

ATIS (atis code) N L N

89 The specified ATS unit is being monitored on the specified frequency.

MONITORING (unit name) (frequency)

U M N

102 Used to report that an aircraft has landed.

LANDING REPORT N N N

104 Notification of estimated time of arrival at the specified position.

ETA (position) (time) L L N

105 Notification of the alternate aerodrome for landing.

ALTERNATE AERODROME (airport)

L L N

106 Notification of the preferred level. PREFERRED LEVEL (level) L L N

109 Notification of the preferred time to commence descent for approach.

TOP OF DESCENT (time) L L N


1/11/01



Table A5-20. Negotiation requests (downlink)


110 Notification of the preferred position to commence descent for approach.

TOP OF DESCENT (position)

L L N

111 Notification of the preferred time and position to commence descent for approach.

TOP OF DESCENT (time) (position)

L L N


49 Request for the earliest time at which a clearance to the specified speed can be expected.

WHEN CAN WE EXPECT (speed)

L L Y

50 Request for the earliest time at which a clearance to a speed within the specified range can be expected.

WHEN CAN WE EXPECT (speed) TO (speed)

L L Y

51 Request for the earliest time at which a clearance to regain the planned route can be expected.

WHEN CAN WE EXPECT BACK ON ROUTE

L L Y

52 Request for the earliest time at which a clearance to descend can be expected.

WHEN CAN WE EXPECT LOWER LEVEL

L L Y

53 Request for the earliest time at which a clearance to climb can be expected.

WHEN CAN WE EXPECT HIGHER LEVEL

L L Y

54 Request for the earliest time at which a clearance to cruise climb to the specified level can be expected.

WHEN CAN WE EXPECT CRUISE CLIMB TO (level)

L L Y

87 Request for the earliest time at which a clearance to climb to the specified level can be expected.

WHEN CAN WE EXPECT CLIMB TO (level)

L L Y

88 Request for the earliest time at which a clearance to descend to the specified level can be expected.

WHEN CAN WE EXPECT DESCENT TO (level)

L L Y


1/11/01

Appendix 5 A5-23

Table A5-21. Emergency and urgent messages (downlink)


Table A5-22. System management messages (downlink)


55 Urgency prefix. PAN PAN PAN U H Y

56 Distress prefix. MAYDAY MAYDAY MAYDAY

D H Y

112 Indicates specifically that the aircraft is being subjected to unlawful interference.

SQUAWKING 7500 U H N

57 Notification of fuel remaining and number of persons on board.

(remaining fuel) OF FUEL REMAINING AND (persons on board) PERSONS ON BOARD

U H Y

58 Notification that the pilot wishes to cancel the emergency condition.

CANCEL EMERGENCY U M Y

59 Notification that the aircraft is diverting to the specified position via the specified route due to an urgent need.

DIVERTING TO (position) VIA (route clearance)

U H Y

60 Notification that the aircraft is deviating the specified distance in the specified direction off the cleared route and maintaining a parallel track due to an urgent need.

OFFSETTING (specified distance) (direction) OF ROUTE

U H Y

61 Notification that the aircraft is descending to the specified level due to an urgent need.

DESCENDING TO (level) U H Y

80 Notification that the aircraft is deviating up to the specified distance from the cleared route in the specified direction due to an urgent need.

DEVIATING UP TO (specified distance) (direction) OF ROUTE

U H Y


62 A system-generated message that the avionics has detected an error.

ERROR (error information) U L N

63 A system-generated denial to any CPDLC message sent from a ground facility that is not the current data authority.

NOT CURRENT DATA AUTHORITY

L L N

99 A system-generated message to inform a ground facility that it is now the current data authority.

CURRENT DATA AUTHORITY

L L N

1/11/01


Table A5-23. Additional messages (downlink)

64 Notification to the ground system that the specified ATSU is the current data authority.

(facility designation) L L N

107 A system-generated message sent to a ground system that tries to connect to an aircraft when a current data authority has not designated the ground system as the NDA.

NOT AUTHORIZED NEXT DATA AUTHORITY

L L N

73 A system-generated message indicating the software version number.

(version number) L L N

100 Confirmation to the ground system that the aircraft system has received the message to which the logical acknowledgement refers and found it acceptable for display to the responsible person.

LOGICAL ACKNOWLEDGEMENT

N M N


65 Used to explain reasons for pilot’s message.

DUE TO WEATHER L L N

66 Used to explain reasons for pilot’s message.

DUE TO AIRCRAFT PERFORMANCE

L L N

74 States a desire by the pilot to provide his/her own separation and remain in VMC.

REQUEST TO MAINTAIN OWN SEPARATION AND VMC

L L Y

75 Used in conjunction with another message to indicate that the pilot wishes to execute request when the pilot is prepared to do so.

AT PILOTS DISCRETION L L N

101 Allows the pilot to indicate a desire for termination of CPDLC service with the current data authority.

REQUEST END OF SERVICE

L L Y

103 Allows the pilot to indicate that he/she has cancelled IFR flight plan.

CANCELLING IFR N L Y

108 Notification that de-icing action has been completed.

DE-ICING COMPLETE L L N

67 (free text) N L N

68 (free text) D H Y

90 (free text) N M N

91 (free text) N L Y

92 (free text) L L Y

93 (free text) U H N

94 (free text) D H N


1/11/01

Appendix 5 A5-25

Note.— Free text message elements have no associated message intent. The capability to send a free text message with any ofthe attribute combinations already used in the message set has been provided for in the technical requirements of the ATN(Annex 10, Volume III, Part I, Chapter 3).

Table A5-24. Negotiation responses (downlink)


— END —

95 (free text) U M N

96 (free text) U L N

97 (free text) L L N

98 (free text) N N N


81 We can accept the specified level at the specified time.

WE CAN ACCEPT (level) AT (time)

L L N

82 We cannot accept the specified level. WE CANNOT ACCEPT (level)

L L N

83 We can accept the specified speed at the specified time.

WE CAN ACCEPT (speed) AT (time)

L L N

84 We cannot accept the specified speed.

WE CANNOT ACCEPT (speed)

L L N

85 We can accept a parallel track offset the specified distance in the specified direction at the specified time.

WE CAN ACCEPT (specified distance) (direction) AT (time)

L L N

86 We cannot accept a parallel track offset the specified distance in the specified direction.

WE CANNOT ACCEPT (specified distance) (direction)

L L N


1/11/01

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